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 Θέμα δημοσίευσης: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 01:06 
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Εγγραφή: Τετ 02 Απρ 2008, 00:01
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για τον Νik που το γουσταρει ...και τον panoduc που το ζητησε !
απο το 0-300
τευχος 42 Απριλιος 2001

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 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 01:09 
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 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 01:10 
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 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 01:27 
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επισης...


Ducati 996R March 2002

--------------------------------------------------------------------------------


The Duck's Guts

Story Ken Wootton
Photos Arthur Thornton


It's the most expensive bike currently available in Oz - and one of the fastest. But is Ducati's 996R really worth $52,000?

Forgive me father, for I have sinned. I left work early father, when I should have been behind my desk tapping on the computer keyboard.

But I had been seduced, father. By a red temptress - Latin, lithe, sexy and with expensive tastes.

For over three hours, father, she had me mesmorised as we continued on our journey of discovery. I'll never be able to work a full day ever again...

BALMY DETOUR
Leaving Horror HQ 'early' for me means 5.30pm, and my ride home doesn't normally involve a 300km detour through the hills. But with a balmy summer evening beckoning, daylight saving helping the cause, and a Ducati 996R at my disposal, it seemed like the right thing to do.

There aren't many bikes that have that effect on me at the end of the working day. Yeah sure, we're somewhat spoilt at Horror HQ with a steady flow of the latest and greatest testbikes, and there's always a mad scramble for the 'best' key come Friday afternoon. And sometimes I'll go via a mate's place to flaunt the latest piece of weaponry.

But heading off on a long-ish ride at the end of a long-ish day during the working week? Unheard of.

SHEEPISH ADMISSION
But the 996R is one such bike. In fact when I returned the testbike to Moto One's dealer principal Tony Barton he sheepishly admitted the same thing had happened to him. Except in Tony's case he found himself still riding around at two in the morning!

So what's so special. Well, for a start there's the price. You'll need over $50K if you want to own a 996R. Yikes!

Then there's the exclusivity. Only 500 Testastretta-powered 996Rs were built by Ducati at the beginning of 2001, with the sole purpose of meeting homologation requirements for the 2001 Superbike World Championship.

All 350 customer versions of the 996R sold out within six hours on launch day via the internet, at a common worldwide price of 26,000 Euros. On current exchange rates that makes the 996R a heady $A52,000 Down Under (including Australia's 10 percent GST).

Another 150 bikes in 2001's total production run of 500 were held back by the Italian factory for special allocation (eg Australian market), competition (eg Troy Bayliss, Ben Bostrom and Ruben Xaus), development and promotional use.

Amazingly, despite Australia's small market relative to the rest of the motorcycle world, 40 of those 150 996Rs made it Down Under, with only a handful remaining unsold.

THE OBVIOUS!
What else is special? Refer to the previous paragraph if you missed the obvious - the name Bayliss should give you a clue.

The Ducati 996R is in effect a road-legal version of the bike which won the 2001 Superbike World Championship. It's not just a cosmetic replica, or an up-spec'd base-model 996. It is a factory racer with lights, and the closest thing to a full-on works racer that money can buy - or that Ducati has yet built.

It comes standard with top-shelf Ohlins race suspension, super-powerful Brembo stoppers and the same lightweight Marchesini race wheels as on the works racers.

It also comes with Ducati's new short-stroke Testastretta powerplant, complete with sandcast crankcases as found on the factory racebikes.

Throw in a satin bike cover, rear stand, race-kit carbon-fibre Termignoni mufflers and ECU for trackday use (valued at approx $5000) and you can see where some of that $50K goes.

FIRST DATE
My first sampling of the 996R was in peak-hour traffic - not an ideal introduction for the first date, especially when it was a 35-degree day.

The race clutch, with its sintered plates, was a real on/off affair until I got the hang of just how far to release the lever for a smooth take-off. And it would occasionally squeal like a startled cat if I didn't get it right.

Likewise the brakes, which nearly had me doing an unintentional stoppie at the first set of traffic lights. Bordering on vicious, the new Brembos are the most powerful anchors I've ever sampled on a roadbike.

And the heat! Oh, the heat. I wasn't sure whether to grab a couple of steaks for dinner and throw 'em on to the R's sidepanels - or just take to my inner thighs with a carving knife and toss up a quick side salad.

With the engine temperature up over 100 degrees C, the 996R is not at home in the urban jungle. Pity those poor sods who have bough an R simply because they want to pose with the cafe latte set. (At least the temp is a more reasonable 80 degrees on the open road.)

RADAR FREE
But the 996R was never intended for town use. The seating position and low clip-ons should have sent warning signals to an intending purchaser on that score.

No siree, the 996R belongs on the racetrack, or a radar-free open road if you can find one. So that's exactly what I did. Well, in the case of the former at least.

A last-minute 'entry' in the opening round of the Shell Advance Australian Superbike Championship at Phillip Island saw yours truly take to the track on the 996R during the Saturday lunchbreak for my own private 'qualifying' session. And what a session it was, followed by another one on Sunday.

Now, I've done a fair few laps around the Island in my time. And quite a few on Dukes, including Steve Martin's championship-winning 996RS of 1999. But the 996R had me confused. You see, I wasn't sure if I was on a roadbike - or a full-on factory racebike. The line of demarcation became blurred the more I rode it.


DISTINCTIVE BOOM
It sure as hell sounded like, and went like, a racebike - although it had lights, a sidestand and a rego plate. The distinctive boom from the carbon cans was unlike any other Duke at the Island that weekend - and that included Craig McMartin's 996SPS and Roger Wallis's ex-DDT 996RS.

That probably explains why people lined the pit wall and the spectator fences when the 996R was out on the track - including a very envious McMartin.

"I helped run it in before you guys got it, and it's better out of the box than my sorted SPS racebike," said McMartin, a top A-grade Superbike privateer.

"I don't suppose I could borrow it for the rest of the weekend..."

The short-stroke Testastretta engine has a note all of its own - shared of course with the bikes of Bayliss, Bostrom and Xaus. Spinning up through the close-ratio six-speed box to just short of the 10,800 limiter (okay, so I hit it a couple of times) was just like being in my own private SBK race.

There's plenty of poke from 7500rpm upwards, and that's where I kept the engine spinning for best effect. The charge out of Southern Loop down the hill and under the bridge towards Honda Corner was particularly exhilarating, as was the run from Siberia up through the Hayshed to Lukey Heights, something replicated in the real world when I headed off on my dusk adventure a few days later.

POWER PLAY
The 996R's peak output in homologated guise is a claimed 135ps at 10,200rpm at the crankshaft - 13ps more at 200rpm less than the 996SPS.

AMCN got around 130ps at the R's rear wheel on the PTR dyno, which may not seem much compared to some of the 1000cc Jap fours which have 10ps more and are also some $30K cheaper! Yes, that much.

But ultimate power is not the be-all and end-all. If that was the case, then the Jap 750 fours would have been stomping on the Dukes in World SBK racing for the past decade. After all, the ZX-7RR and GSX-R750 Superbikes have more horsepower than the Ducati.

And when was the last time you saw a Hayabusa or a ZX-12R lap faster than a R1 or GSX-R1000?

Usable power is what it's all about, and on that score the 996R wins hands down. It may give 10 ponies away to the GSX-R1000, but that sure doesn't mean it's slower around a racetrack.

LESS TEETH
Short-shifting at around 7500rpm underlines how excellent the spread of power is. For street use though I'd be inclined to swap the 15-tooth countershaft sprocket for a 14T item. Standard gearing sees an indicated 3200rpm at 100kmh, meaning the R is geared for well over 320kmh out of the box.

The smaller sprocket would make the bike smoother around town (the R is already substantially smoother than the longer-stroke SPS) as well as boost acceleration.

In fact, I found it better to leave the R in fifth on the open road, as the lower revs in sixth would creep up to a licence-losing speed of 140kmh, or around 4500rpm. Whereas if I kept the engine around those revs in fifth I was less likely to end up talking to Mr Plod.

Although the chassis stats are similar to the SPS, I reckon the R steered better, both around the Island and on the open road. Whether it was due to a slightly higher rear ride height or the lighter front wheel (less gyroscopic effect) I'm not sure. Maybe we need to get a SPS and 996R together...

UNBELIEVABLY EFFECTIVE
The brakes that had bordered on savage around town were unbelievably effective on the track, and I had to be careful heading into Turn One that my 'caress' of the front lever didn't cause a sudden dive in the front end.

It was something McMartin had also noticed, and he was itching to get his own 996R on the track.

"I love brakes like that - the sort where as soon as you touch the lever they're on," he said. "It's one of the first things I noticed when I rode the R."

The all-new Brembo braking system retains four-piston calipers at the front, but now features four separate pads per caliper rather than two. Ducati reckons this is for improved compensation as the pads wear, and less roll-back upon release. I'm not going to argue.

The discs are 320mm stainless-steel, but with the bite and feel of the old cast-iron rotors.

There's a 400g weight saving per disc (so, 0.8kg in all) delivered by the 0.5mm thinner rotors used on the 996R compared to the SPS, and the reduced number of floating fasteners holding them to the Ergal aircraft alloy flanges. Top stuff.

ENGINE FOCUS
To create the 996R, Ducati focused most attention on the new engine, and slotted it into the same tubular-steel spaceframe as the SPS - itself derived from Foggy's racebike.

Fully-adjustable 43mm Ohlins race forks as used on the Ducati Superbikes are fitted, with gold titanium-nitride coated stanchions to reduce stiction, and a race-quality, multi-adjustable Ohlins shock.

A pair of ultra-lightweight Marchesini five-spoke race wheels are fitted, shod on the testbike with excellent Pirelli Dragon Evo Corsa rubber. No complaints there - on track or road.

Carbon-fibre bodywork (rather than the injection-moulded plastic of the base model) helps contribute to a notable weight reduction, plus there's a claimed 5kmh improvement in top speed due solely to better aerodynamics.

The major chassis change is the adoption of 2mm-thicker 12mm engine mounts, to create a stiffer engine/chassis package.

PARTS SPECIAL?
But the 996R is one of those bikes which is much more than just the sum of its parts.

Yeah, I can hear the cries now: "Not another bloody Ducati test"; or "No bike is worth that much"; and so on...

What can't be denied though is that a model that was introduced back in 1994, eight years ago, still sets the standard for sportsbike design.

It's also worth rembering that three years ago Yamaha's YZF-R7 (of which 500 were built) was priced $10,000 higher than the 996R. And rumour has it that quite a few R7s are still sitting in European warehouses.

And if you want to buy a road-going race-kitted replica of Colin Edwards' VTR SP-2 or Troy Corser's RSV1000SP or Frankie Chili's GSX-R750, you'd be paying substantially more than the 996R's $52,000 asking price.

No, I can't justify paying $52K for a 996R - or any motorcycle for that matter. But then, I don't earn big bucks either.

In the case of the 996R the only accessories you need to add are the Bayliss-replica Dainese leathers and a Bayliss-replica Suomy lid. And 40 such people will be able to live that dream in Australia.

As for me, I'm knocking off early again. Enough said.




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Source: BikePoint





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...


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 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 01:29 
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Εγγραφή: Τετ 02 Απρ 2008, 00:01
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The stock DUCATI 996R CHASSIS:

• Frame Tubular steel trellis frame Wheelbase 1410 mm with adjustable Rake 23.5 - 24.5 deg.
• Front suspension Ohlins with TiN upside-down fork fully adjustable Front wheel travel 120 mm
• Front wheel Marchesini 5-spoke light alloy 3.50 x 17 Front tyre 120/70 ZR 17
• Rear suspension Ohlins progressive linkage with adjustable monoshock Rear wheel travel 130 mm
• Rear wheel Marchesini 5-spoke light alloy, 5.50 x 17 Rear tyre 190/50 ZR 17
• Front brake 2 x 320 mm semi-floating discs, 4-piston 4-pads caliper
• Rear brake 220 mm disc, 2-piston caliper
• Fuel capacity 17 l (4 l reserve). Ducati weight 185 kg / 407 lbs. Seat height 790 mm
• Instruments: Speedometer, rev counter, indicators for high beam, turn signals, warning light for low oil pressure, fuel level, warning light for neutral, water temperature.


--------------------------------------------------------------------------------
Official TECHNICAL SPECIFICATIONS -
2001 DUCATI 996R FACTORY 01
Team Ducait Corse World Championship Superbike
Engine: Testastretta 998cc Type: four stroke "L" twin
Capacity: 998cc Bore x stroke: 100mm x 63.5mm
Brake horsepower: 175HP at 12000 r.p.m
Timing system: desmo DOHC Valves: 4 per cylinder
Carburation: two 60mm single-injector throttle bodies
Fuel system: Electronic injection system, MF3S module
Ignition: Magneti Marelli electronic ignition
Injector: Magneti Marelli IWF1, one per cylinder
Lubrification: gear oil pump, with oil cooler
Final drive: Regina chain
Top speed: 300km/h

Chassis Specifications
Frame: steel tube trestle
Front suspension: 42 mm upside-down ÖOhlins fork
Rear suspension: Single-sided magnesium swingarm, with Öhlins shock absorber
Brakes Make: Brembo Front: two 320mm Dia. or 290mm Dia., stainless steel floating discs.
Rear: 200mm Dia. lightweight disc or 218mm Dia. vented disc. Fluid: Shell Advance Brake DOT 5.1
Trasmission Gearbox: 6-speed Clutch: dry multiplate cluch
Tyres Make: Michelin: Troy Bayliss, Ruben Xaus., Dunlop: Ben Bostrom
Front: 12/60-17"or 12/60-420 - 16,5" Rear: 18/60-17" or 19/67-420 - 16,5"
Overall dimensions Length: 2045mm Width: 680mm
Dry weight: 162Kg (356 lbs.), with oil and water
Wheelbase: 1425mm Fuel tank capacity: 24L






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 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 01:32 
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Εγγραφή: Τετ 02 Απρ 2008, 00:01
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The Testastretta (996R )
The 2001 996R, last of the "996" models, had the 998 cc engine and new Testastretta ('Narrow Head') head, looking little different from a 996SPS, but producing 135 bhp (100 kW) @ 10,200 rpm and 105 N·m (10.3 kgf·m, 74.5 ft·lbf) of torque at 8,000 rpm. It had a six-speed gearbox.

The new Testastretta head's included valve angle was reduced from 40 degrees to 25 degrees which was more in line with current F1 four-valve theory. The bore and stroke dimensions changed from 98 mm x 66 mm to 100 mm x 63.5 mm, giving a true 998 cc and allowing even bigger valves.

Only 500 Testastretta-powered 996Rs were built by Ducati with the sole purpose of meeting homologation requirements for the 2001 Superbike World Championship.
The Ducati 996R is in effect a road-legal version of the bike which won the 2001 Superbike World Championship. It`s not just a cosmetic replica, or an up-spec`d base-model 996. It is a factory race bike with lights.


Τελευταία επεξεργασία από DESMOMAN και Σάβ 20 Δεκ 2008, 01:55, έχει επεξεργασθεί 2 φορά/ες συνολικά

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 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 01:41 
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Εγγραφή: Τετ 02 Απρ 2008, 00:01
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Troy Bayliss is having a great time with the new Ducati Testastretta technology; the Superbike World Championship first year out, and this is written eleven wins out of a possible 14 in 2002; cool.

The engine known as the Desmoquattro is nearly 15 years old, not bad in these days of constant change and redesign; of course the last versions of the motor represent one of the most highly developed performance engines in current production, certainly engines capable of winning world class races. But we cannot hide the engines age from the legislators, new emissions laws requiring better combustion and greater long term reliability are coming into being. In power terms too the Ducati Corse and the Road bike development crews have done a brilliant job of taking the motor to the max; but now something more is needed; you cannot allow an opponent like Honda to start with a clean sheet of paper and not have to up your own game to remain competitive.

In late 2000 the 996R was launched; 350 bikes sold to the world on the internet. The bike was a development of the classic 996 shape with the new development street engine in it. Sand cast crankcases with a deep sump, new out put shaft bearings and wonder of wonders a new short stroke crank with bigger lighter pistons and, at last, a brand new head design. The 996R pistons are 30 grams lighter than the 996SPS ones they replace; they travel through a shorter stroke and are now capped by a cylinder head with valves spaced to fit over the new 100mm bore.




The inlet valves on the street engine are now a massive 40mm (up from 36mm) and are at an included angle of only 25 degrees. This impressive sounding spec also got a revised (but still Desmodromic) valve actuation system. Have a look at Doug Lofgrens article on these heads if you want a bit more insight on that aspect.

No one has really done much work on these street engines as all the effort is going into the more extreme RS variant. Sigma however specialises in getting the best from the street stuff, so a 996R or the later more mass produced 998s, (the 2002 998S engine has the same deep sump sand cast crankcases (made in super tough Galsi 7 alloy) as the homologation engines but with the mass production side of the motor just a little more finished) was going to be in our future.

We couldn't wait to get our hands on one of these motors; we knew what we wanted to do to it, but finding one in time to really enjoy the learning curve was fun. We did it though thanks to Rupert Murdon, he wanted to race Endurance, British or World in the Superstock category and he wanted a bike for the TT too.

Now its important to understand what the brief was here. Superstock is a stock racing class, the rule book is full of things you cannot do; very restrictive, indeed just like the brief we would get from a customer who just wanted his bike as good as it could be without lots of racing only parts. As this is the core of our business; 'the Full Monty' semi blueprint and service this suited us very well. We get to prove what good assembly can do and then race it too……

So we set to work, the engine was completely stripped and cleaned, clearances were measured and reset where allowed and necessary. No stone as they say was left unturned. The motor is well built, only time will tell if it is tougher, but the strength of the crankcases, pistons 30 grams lighter than stock, shorter oil lines to the heads and a different rocker layout all auger well.

A brief discourse on exhaust sizes in needed here, so….Big cylinders produce their power in big chunks, a 998 V-twin racer operating near its peak sends out 12000 499cc chunks of expanding gas every minute; or about 200 chunks per second, the mufflers have to be capable of dealing with chunks of gas this size arriving this quick. A 750 four by comparison, near its power peak of 14500rpm is throwing out 240 187cc chunks. By comparison that is a doddle……

It is not in itself difficult to keep an engine quiet; it is however very difficult to keep an engine quiet and allow it to keep both its power and powerband width (see Supermono Tech2) for a previous story on this front). To give us some basis for comparison lets express these 'amounts of exhaust gas per second in terms of 'litres per sec'; so the 12000 rpm 998 is shifting near as dammit 100 liters per sec (LPSec); the 750 four is on about 90 LPSec (which if you think about it also says why V Twins win under the current rules!!); you'll see why later…..

The noise limits in FIM Superbike, Supersport and Superstock competitions were reduced five years ago from 105Db to 102Db, the Carbon or Titanium sleeved 'slip-ons' currently sold for 'performance use' Ducati's typically are of the old 105Db design ; in club racing and sporting use the difference between 105 and 102 Db is not really an issue, on the track however the ability to keep the engine under 102Db and keep or improve the peak power number and keep or improve the power band width is all important.

Big twins (and, from my previous life, singles) are therefore up against it from the start; for this reason a new family of pipes arrived. Built in thin wall stainless steel at the front and with Titanium pipes and sleeves at the rear these pipes had larger pipes sizes and courtesy of some careful tuning of the tapers inside the muffler sections kept the noise down to 102Db and kept both the power and the engines ability to hang on to the power at high revs (remember, these pipe sizes are not designed to let you smoothly carburet as you trickle between the cars in traffic jams). The 54mm 'tapered muffler' system that came with all the 748RS bikes is also the pipe of choice for the 996S and SPS engines (the reason is that the 748 revs to a power peak of about 12000 rpm so it's a 75 LPSec motor and the 996S, with 10k rpm being 'enough' is pretty similar at 83 LPSec.


On the 996 and 998 RS and Factory bikes however pipe diameters have had to keep rising to cope with the higher revs (and therefore the larger amount of gas being slung about) the 996Rs in 2000 had a 57mm system and the 2002 999cc (998R)works bikes are now up to 62.5mm to cope with 13500 rpm running and 115 LPSec………

Superstock allows different exhaust systems so after consulting various friends in the Ducati empire our first shot was for a full works 57mm Termignoni system - the same mufflers that came on the full racing 996RS (97ish LPSec) of 2000. Just fitting the system caused us fits, the right hand side foot rest needed to come out 15mm just to go round the pipe; the standard undertray had to be swapped for a carbon item as there was simply no room for the plastic piece.

Our plan was to make the motor as accurate as we could reasonably do then allow the engine to rev; this is a strategy that is going to shorten the life of various components (Rods and pistons) but the gamble is that we can gain peak power on our 2001 SPS racebike but by freeing up some revs, and with all our care and attention allowing the bike to breathe at the higher RPM we would gain a wider power band. Now lets calculate that pipe again; 11250 rpm and 998cc gets us a 93 .75 LPSec engine, so if the build and the pipes let it rev reliably we can gear it down; and therefore spread the benefit of that increase in power band width all the way through the rev range.


And gearing down is where the power is really released; have a look at the dyno charts here (click to enlarge).

Our 998S Superstocker up against our best ever run on the 2001 996SPS Endurance engine; you can clearly see the benefits of the new head, This is the base curve; you can clearly see the way the 998S Superstocker (all standard parts plus the pipes remember; just well assembled) revs on.
















Now lets let the gearing do the talking. This graph shows two 4th gear roll ons on our local friendly Dynojet. With the revised gearing allowing the Testatrettas high speed breathing to come forward you can see the effect this has on the power the riders have to use. At 75mph in 4th there is nearly 25 bhp more than last year, thats 40% more power at a typical corner exit speed; just think how that translates into acceleration down the straight!




















Again for perspective here is a stock 998S with standard 'road type' 50mm slip-ons and a Ducati Performance fuel map extended to 11600 RPM, you can clearly see the power dropping off at peak and the lower output throughout the range the normal map stops at 10400 rpm so the difference in performance is going to be clearly noticeable.




















Just to finish things off here are the Torque curve comparisons; nice open smooth torque, no sudden changes to upset the tyre grip or the bike ability to get the power down, just magic, in that lovely Ducati way….











Too see how we got on with the 998S Testastretta on track, have a look at Racing 2002.

The new bits in the Motor……………

We thought you would like to see some of the more interesting differences between the old and new engines………
























© Neil Spalding 2002. All rights reserved













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 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 09:23 
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Born Ducatista
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Εγγραφή: Δευτ 26 Μάιος 2008, 11:59
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Συνημμένο:
78150.jpg
Συνημμένο:
fig3.gif
Συνημμένο:
fig11.gif
Συνημμένο:
HeadT.jpg

Συνημμένο:
fig6.gif


Δεν έχετε τα απαραίτητα δικαιώματα για να δείτε τα συνημμένα αρχεία σε αυτή την δημοσίευση.

_________________
Kωνσταντίνος
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info@sgstudio.gr
www.sgstudio.gr


Κορυφή 
 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 09:33 
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Born Ducatista
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Εγγραφή: Τετ 02 Απρ 2008, 00:01
Δημοσιεύσεις: 2392
Φύλο: Άντρας
Μηχανή: 1098S
Άλλη: ST4S
:thumbsup: εμπαινε ...


Κορυφή 
 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 09:43 
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Born Ducatista
Born Ducatista
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Εγγραφή: Δευτ 26 Μάιος 2008, 11:59
Δημοσιεύσεις: 2164
Τοποθεσία: ΘΕΣΣΑΛΟΝΙΚΗ
Φύλο: Άντρας
Μηχανή: 748
Άλλη: 750SS
Συνημμένο:
fig4.gif
Συνημμένο:
fig5c.gif
Συνημμένο:
testastretta-heads.jpg


Δεν έχετε τα απαραίτητα δικαιώματα για να δείτε τα συνημμένα αρχεία σε αυτή την δημοσίευση.

_________________
Kωνσταντίνος
" Κάλλιο ροκκάς και εντουράς παρά στρητάς και καρεκλάς "
info@sgstudio.gr
www.sgstudio.gr


Κορυφή 
 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 11:03 
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Born Ducatista
Born Ducatista
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Εγγραφή: Τετ 02 Απρ 2008, 00:01
Δημοσιεύσεις: 2392
Φύλο: Άντρας
Μηχανή: 1098S
Άλλη: ST4S
Συνημμένο:
internet.jpg
Συνημμένο:
internet3.jpg
Συνημμένο:
internet2.jpg


Δεν έχετε τα απαραίτητα δικαιώματα για να δείτε τα συνημμένα αρχεία σε αυτή την δημοσίευση.


Κορυφή 
 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 11:07 
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Born Ducatista
Born Ducatista
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Εγγραφή: Τετ 02 Απρ 2008, 00:01
Δημοσιεύσεις: 2392
Φύλο: Άντρας
Μηχανή: 1098S
Άλλη: ST4S
Συνημμένο:
PLN_TroyBaylessTest_1100.jpg


Δεν έχετε τα απαραίτητα δικαιώματα για να δείτε τα συνημμένα αρχεία σε αυτή την δημοσίευση.


Κορυφή 
 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 14:49 
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R U a Ducatista?
R U a Ducatista?
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Εγγραφή: Σάβ 16 Αύγ 2008, 21:08
Δημοσιεύσεις: 6532
Φύλο: Άντρας
Μηχανή: Monster S4
Άλλη: ss900
.....πονεσα.... :cool:

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Εικόνα


Κορυφή 
 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 15:45 
ευχαριστω σπυρο και κωσταντινε!! :thumbsup:


Κορυφή 
 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Σάβ 20 Δεκ 2008, 16:13 
σπυρο εγραψες... :thumbsup: η μαλλον σκαναρες :wsmile:

Βαλε και απο το δικο σου καμια φωτο......


Κορυφή 
 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Πέμ 18 Αύγ 2011, 02:00 
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Ducatista
Ducatista
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Εγγραφή: Παρ 06 Μάιος 2011, 14:10
Δημοσιεύσεις: 1967
Τοποθεσία: θεσσαλονικη
Φύλο: Άντρας
Μηχανή: 748
Άλλη: cagiva c12r
:cool:

_________________
ένα εικονίδιο ίσων χίλιες λέξεις


Κορυφή 
 Θέμα δημοσίευσης: Re: 996R testatretta 2001
 Δημοσίευση Δημοσιεύτηκε: Τρί 18 Οκτ 2011, 20:29 
Χωρίς σύνδεση
Born Ducatista
Born Ducatista
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Εγγραφή: Κυρ 12 Σεπ 2010, 23:05
Δημοσιεύσεις: 2532
Τοποθεσία: αθηνα
Φύλο: Άντρας
Μηχανή: -Άλλη-
Άλλη: monster 600 R
:thumbsup: :thumbsup:
πορωση.....

_________________
οταν το προσωπο του τερατος σταματησει να σε τρομαζει,σημαινει πως εχεις αρχισει να του μοιαζεις



NO Desmo NO PARTY



V for V2



ποτε με μουλτι........



ντουκατιστι μβ@ύρτσα,μπαλα και καρατε


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