Ducati 1000 DS

23 Май 2015 | Author: | Комментарии к записи Ducati 1000 DS отключены
Ducati 1000 SS Hailwood-Replica

Road Test by Simon

Looking at the 1000DS. it is quite to trace its heritage right through the obvious SuperSport of the late nineties and early back through the lost of the early nineties when really weren’t all they have been and all the way back to the mid when the Pantah broke new by being a Ducati sportsbike was both mechanically quite up to and electrically quite robust. driven cams, oil level glasses and electronic ignition may all be much the norm now, but in 1984 they were a

And yet I feel that there is a more spiritual relationship to the bevel drive bikes. The 900SS, it’s racing the 750SS and the celebration Mike Replica. Don’t get me wrong, Although I had a 900SS and a Hailwood I see no similarity at all between those which I loved very but which were, in all honesty, and this latest in the line.

there is, though, is a common

Perhaps I should explain. I bevel drive Ducatis in the and the racebikes were derived the 900SS road bikes. But they were streets in reality. The roadbikes were an era where good suspension meant that there was little movement.

The frames fairly rigid but there was flex at either end to necessitate the handling bikes being with rock hard absorbers that would contravene the Trades Description Act if today. A fast bike in the mid was generally very harsh and work very well on roads. It would also be slow steering to make up for the deficiencies of the suspension and tyres.

But a good racebike, on the other needed to work on all sorts of The ride wouldn’t be plush by any but the suspension would be very controlled and would take up a lot of because otherwise the bike get its power down properly. The would be heavily braced, the forks, and the tyres would be far than road rubber. the racebike would probably be lighter than the road

All of which would add together to you a bike that steered but was reasonably stable, that with the worst of the bumps and offered the rider an enormous of feedback as to what was going on. At the time you had an engine that plenty of power from low and a slick gearbox, plus a that actually worked overall if you didn’t hang off a gibbon but simply shifted a weight.

Which is pretty to what the 1000DS gives To the extent that I felt and completely at home on it. Swinging a leg it is easy because although wide it is also fairly and once in the seat you are rewarded by a that couldn’t be anything than a Ducati. Two white round clocks in a black finish panel with a cluster of … lights them. And no redline on the tacho.

The are a fair reach away but are to fall immediately and comfortably to once you adopt the position. In case, with the pegs set enough to provide acres of clearance while low enough to cramp, the position is quite a one and means that you can carry other than your on the pillion seat. Which me.

The pillion seat. There is and it is actually quite usable.

For odd reason, people always to complain about Ducati I have two issues with First of all, if you want rear view mirrors you buy a committed sportsbike because just don’t have And secondly, I’ve never had a getting an adequate rear on a Ducati.

But the DS should satisfy the anyway, because the mirrors, they look like of an afterthought, are brilliant. The lights are as well, with the single big providing a comfortably wide of light and a good high though personally I’d like a second bulb in because you can’t have too illumination in my view. Finally, we’re talking about things, the conventional exhausts that yes, there is space under the seat.

But of this practical stuff. is a road test, and that riding. Turn the ignition on and the starter within 15 seconds or the saving ECU will turn off.

A few seconds of the by now expected wheezing by the starter motor and the catches, issuing a pleasant but muted burble from the Now that’s something which has a lot from the old racers, which fitted with Conti that actually seemed to the sound. Something else changed quite a long ago is that Ducati have the comedy sidestand in favour of one you have to raise yourself.

So flick the stand up, engage and pull away. First is tall indeed, so there’s clutch slipping and mirror until everything settles but it’s still all very non and comfortable. This is a bike you can simply get onto and ride.

as thoroughbred as you could possibly but seems to have managed to the pitfalls that an impeccable can sometimes come along

That’s not to say, though, this bike is a true of all trades. At very low speeds it a little uncomfortable after a time as the heavyish clutch and the position conspire together to the wrists ache. In town the discomfort soon gets to by the heat coming up from a plant which, deprived of a airflow, soon starts to do a impression of an Aga.

Great in the I’m sure but as we tested the at the end of a very warm summer it a trifle sweaty. And there is one little gotcha for town as well. The steering lock. You to do a U-turn?

Well, unless doing it on the M4 it’s going to be

But let’s be honest here. If you a Ducati to ride in town you buy a or a Multistrada, not a SuperSport. And once we the 1000DS out of the city and drop it in where it belongs the story a far happier one.

On the open road the 1000DS to give the same impression it does when you first get on. It is relaxed, smooth. It fits a well made suit, and the steering isn’t in the think of a and it takes it class, it is easy to and holds a line beautifully, of road surface. But it really very fast. At least it until you glance at the speedo.

so that’s why that bend a little tighter than then.

Make no mistake. The 1000DS may seem like a giant, it may be subtle, relaxed, even. But it is a bloody fast It doesn’t so much accelerate as gain speed. That make much sense, I but when you open the throttle, out of a bend, you don’t get that disconcerting feeling of an awful lot of going through a tiny contact patch and you don’t get the bang of acceleration that a lot of deliver.

There is no big drama at in fact. The engine just a nicer noise and the horizon of gets closer. You never as though you are going especially although you are in fact going at as quickly as you would normally. But the real magic. You aren’t at all.

Neither is the bike. You are as quickly as you could reasonably but you are completely relaxed and well your limits.

While we are talking about brisk progress, it’s worth mentioning handling. been wracking my brains I got off the bike trying to think of the word to describe the handling of bike. And the best I can come up is this.

Fantastic. You may be able to do linguistically but you’ll be very pushed to find a bike better real world then the 1000DS. It’s all of the overall package, I think. A power delivery with an rigid frame and very quality suspension, courtesy of at the back, make for a bike simply does exactly you ask of it, when you ask it.

But it does it with great dollops of spirit there is no way this bike ever be accused of being or over-efficient in the way that some equally capable machines One more thing on handling. The is perfectly happy to go round with your knees and scraping the ground like Xaus or tucked in and tidy Geoff Duke. It seems to no difference to your speed, at on the road, whether you hang off or

If anything, to me at least, a bike this actually looks if you aren’t completely hanging off it but just shifted your enough to look as though you business.

I’ve already that Ducati have some money on the suspension. probably also worth the brakes, which are sublime. gold Brembo calipers at ends with standard hoses offer brilliant with enough feel you would have to try very indeed to lock it up accidentally.

The back brake is slightly of a brake than usual but doesn’t really do a great So no change there, then, but not a problem either. The brakes, by the are mounted on lightweight cast rims courtesy of Marchesini.

seriously good quality

I’m in danger of losing my journalistic objectivity here. So better sum up quickly and move on to else. I loved this It pressed all the right buttons for me as well as providing a deeply riding experience.

I found I didn’t like about it, little I would change if I one and lots of things I liked a Many people said how it looked and lots of other expressed surprise at how well it And it is staggeringly good value for

Retailing at just £7250, the is comparable in price to any faceless, multi cylinder middleweight you care to pick.

I know one I’d go for, every

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