Ducati 900 SS VS Guzzi Le Mans 1000Dennis Noyes Tribute Classic 80s Motorbikes

8 Июн 2015 | Author: | Комментарии к записи Ducati 900 SS VS Guzzi Le Mans 1000Dennis Noyes Tribute Classic 80s Motorbikes отключены

Dennis Noyes Tribute

motorbikes tests

Ducati 900 SS VS Le Mans 1000


The Guzzi and the Ducati fanatics a lot in common, in theory. Both are faithful to a niche brand, two cylinders, excellent stability, but of defending itself in performance against Japanese sports Or at least that is what I before I took part in surprising comparative test, in Germany, with two Italian bikes that can keep up the most explosive Japanese cylinder bikes of 1983and only two big cylinders.

This is strictly speaking, a test of bikes, but it doesn’t deal racing bikes either. The 900 SS and the Guzzi Le Mans 1000 are two purebreds whose true are mountain roads or high tracks. They are machines specifically for silhouette or production production bikes with and performance at the level of the most Japanese bikes with of up to four cylinders and 1100 centimeters.

Plus, more still, they are two of the most and elegant bikes on the world

I had the luck of getting to the Motorrad in Stuttgart on the same day that the were handed the two legendary bikes. None of the bikes in the Motorrad garage had the charisma of the twin cylinders. All the testers up to ride the Guzzi or the Ducati, Japanese bikes as exciting as the VF 750 F, the Kawasaki GPZ 1100, the Suzuki GSX 750 ES, the Lawson Replica and the Kawasaki GPZ 750 momentarily without boyfriends.

they weren’t strictly and Guzzi production bikes. No, the lay in the fact that there two exemplary units, machines prepared by the respective importers and kits approved for the Germany racing championship. Up to now the Ducati has the queen of Italian sports in the German market, but in 1983 two dangerous rivals had appeared, the RGS 1000 and the 1000 DBM Guzzi Le

The Laverda with Jota kit a maximum speed of 225 km/h. the end of the timing zone in Hockenheim a of months ago, but despite its performance, the general opinion of the was that its handicap in weight kg.) was still enough to the advantage to the Ducati 900 S2, whose speed was only 208 km/h, and the 850 Le Mans, with a maximum that day of 214 km/h.

After that test, Guzzi importer for Germany, by the amazing performance of the 850 production announced the commercialization of a new series of Le Mans 1000 (949 it would be able to brush off perpetual rival, the Ducati 900 SS. The importer even got to announce a power of 95 hp.

However, the Ducati did not take long to introduce in Motorrad by proposing an Italian between a Ducati 900 SS and the new Le Mans The rules of play: both would have to comply with traffic regulations in and also with the production of the German Federation.

The tests be carried out by the magazine without the of representatives for either of the two brands, completely on the impartiality of Motorrad.

accepted. And two beautiful toys for and for me, since I was invited to be one of three testers for testing acceleration and top at Hockenheim and also for the stability in the mountains. Later I would Reinhard Gutzeit at the Bosch on the outskirts of Stuttgart for bench

The Italians

When it comes to as special and as beautiful as the SS and the Le Mans, it is impossible to reach definitive without resorting to opinions too to be valid. Between a Suzuki GSX ES and a 1100 Kawasaki GPZ the differences in feel, image and performance are and the truth is that for the rider it be somewhat difficult to highlight one or the if you could not look into to see the colors and line of the shaped and the shape of the dashboards.

The Suzuki the Kawasaki motor would the same feel, but somewhat rage. However, when we get to the and Guzzi we are before two bikes the same personality. There has been another 90 degrees with desmodromic distribution. has never been another 90 V-two with a longitudinally crankshaft, Cardan driveshaft and braking.

The bikes are unique. They are legendary. Both, in the end, been on the market for a decade, with engine size and details. Both are bikes inspire passion.

I had never to do a comparison of these bikes in without counting on the adequate for “cold” comparisons. I found the Motorrad testers felt the Some are considered more or impartial; one is such a rabid fan that he begins to raise his and make violent gestures and threats when he speaks of the while the other three are life-long Ducati fans photos of Hailwood, Smart and on their Ducati bikes on the walls of their offices.

Two or times, my old friend Andrés Rubio and I have tried to set up a test between the Guzzi Le and the Ducati 900 SS, but we have never able to reach an agreement on the Plus, in the end you could say that the test of these two sports has been the Motociclismo Series. 1-1 (Ducati and Tejedo in 1981 and and Andrés, himself in 1982).

A without passions would be a I love Ducati bikes, and have embittered my life on occasions as well. It was like the on the first 900 SS were made of and after a season with a 900 SS I was so I had to save two years in order to be to race again in ’78 a Suzuki GS 1000. With the it was always a question of being spare parts.

I was always for the arrival of a ghostly Bologna a truck always was on the way or it was in customs”, but it came. My friends who rode Guzzi experienced the same and when finally the smiling importer delivered to us the material we had three or four months the price had always doubled!

The bad about an Italian sports is that they run so well they run well that you are ​​happy, and when it breaks you have to wait so long and pay so money to repair that it’s repaired there is no way to it without suffering heavy and slowly you start to break it in and its charm until the cycle itself.

However, there are still no that satisfy the biker a taste for sports riding as as the Italians. and I can say this having all the new 750 c.c Japanese sports bikes and the 1,100 c.c. bikes. before we launch into delicious comparison test I have to say that these Italian satisfactions are accompanied by and frustrations that have the Italians a deserved reputation for with problems,” but they are bikes of character with performance and stability.

Tie at Hockenheim

The test would have doing timed laps in but a car factory had rented half the for braking tests and Motorrad had the other half for performance So we had to limit ourselves to acceleration and top tests if the Ducati impressed us with its ability to breathe at speeds, the Guzzi motorcycle itself to have the most low power and more torque to up in fifth gear

The Ducati in acceleration, and both bikes with surprising a top speed of 222 a kilometer per hour faster the Suzuki GSX 1100 ES that we testing on the same day. while the Suzuki reached the 221 with 103 HP at the clutch, both bikes were within HP of the wider Japanese four-cylinder

Three days later I saw in the tests that Bosch t 70 to 75 horsepower in a narrow two cycle are enough to get great performance.

The yields 75 hp at 7,400 r.p.m. at the but there is useful power 3000 r.p.m. The Ducati 70 hp (but with better has the ability to breathe efficiently at speeds, yielding its maximum at 8,400 r. p. m. but with less low power. Until you reach r.p.m. the Ducati does not well.

The big surprise at Hockenheim, for the at least, was the speed of 222 km/h. by both motorcycles. That day we were testing a Japanese c.c. bike with 103 hp and it only reached 221 km/h, a significant advantage in power and

The Guzzi, with a weight of 247 kg to 210 kg for the Ducati, lags on acceleration, as you can see in figures. At the end of the 400 meter the Ducati has the of nine-tenths of a second, while it came to the kilometer the advantage of the is 1.3 seconds.

However, once they get at 200 k/h, the Guzzi and Ducati to accelerate equally, and both the end of the timing area, 2.5 kilometers the exit to stop, running at 222 according to the photocell. Thanks to its initial acceleration up to 180 km/h, the finished the 2.5 kilometers about 2.5 faster.

However, in fifth acceleration the Guzzi wins the Its strong low range power it to accelerate in fifth from low or speeds much better the Ducati

Ducati 1000 SS Hailwood-Replica

The Ducati, with its more crossed and narrower range, stutters and spits the carburetor at 60 km/h. in fifth, the Le Mans 1000 accelerates taking only 1.4 seconds to go 60 to 80 km/h. Plus, the Guzzi to be the most effective from 80 up to 140 km/h. when the Ducati starts to breathe well its huge 40 mm. Dell’Orto without

To take advantage of the 70 hp of the Ducati you crouch down completely, and elbows pressing against the and the helmet outside of the air stream over the dome. In speed with the rider upright, the beat Ducati by 4 km/h.

through the wide curve at 200 before the last 1.5 kilometers of the zone, the Ducati without a damper, wobbles a bit, the Guzzi, with the steering set at the stiffest position (extremely and almost undriveable at low speeds), was stable.

The Ducati was easiest to from 222 km/h, but at this was speed it was very important to pressure on the lever and handle of the sparingly, with its comprehensive Braking almost exclusively the lever (front disc and disc) the fork visibly

In the mountains

The testing at Hockenheim and now finished, we went to the mountains to the two Italian bikes on linked On the highway we were all surprised by the Guzzi acceleration from speed. We had measured it the day before at but to measure it is not the same as looking at it, it, on the highway.

With both bikes by side at 130 km/h, the Guzzi easily in fifth gear and if the rider wants to keep up the Guzzi he has to shift down a

Without traffic and without a limit we went with bikes towards the Alps. On the journey, it was my turn to ride the Replica Kawasaki, while rode the Ducati and Michl the Guzzi. Despite having the powerful of the three, I was hard for me to up with them at more 210 km/h. To keep up I had to crouch so low it was hard to see the road over the panel.

Once, when we the of us were riding one behind the at 200 Km/h, I left the slipstream of the to pass and could not! the draft, the Kawasaki began to ground.

Plus, in the upper the superior Kawasaki acceleration was not to compensate for the weight. The Ducati was the one most easily took the but with her you would have to between second, third and gears continuously to the sequences of to sequences that the Guzzi take in third. even the fastest bike between the was the Ducati.

The test Ducati was the bike that had been of Germany in 1977 and 1978, Imola camshafts and high pistons. Everything else, was standard. Behind it had an old Dunlop which according to the importer had on the bike for two years.

In its day, the Endurance was a great racing and great for the road, but it seemed (maybe because of age) and reliable than the Pirelli that were on the Guzzi. with a 4.10 by 18 behind the did not have enough tire to for fast acceleration coming out of

The Guzzi has 88 mm pistons instead of the 80 mm. of the Le Thus, the displacement reaches 949 cc. The are more crossed than the bikes and the camshaft control is a central sprocket in the front of the which replaces the drive of the Le Mans.

The 1000 Le Mans valves are 2 mm. in diameter than those of the Le III, and while in Spain kit is offered as a special preparation, in and France, where the Le Mans is approved for street racing and bike races, it reaches 215 per hour.

Conclusions? The 900 SS Ducati and the Le Mans 1000 continue to be bikes and great rivals. The is more agile, easier to through linked curves, but the has more kick at low speeds and it you take the curves without and it’s a bad … bike.

both can reach 222 kilometers per Each has its legions of fans and the thing we have demonstrated in fun comparison test is that of the groups of fans lacks to justify their brand Also, we have discovered a level of performance that is the bike as we have proven the Ducati 900 SS of our test is virtually in its engine specifications of the Hailwood currently on sale in Spain.

So, the majority, the vast majority of the that can go over 220 kilometers per are beyond the reach of the Spanish Ducati and Guzzi offer that were previously obtainable with the four-cylinder bikes.

The Laverda RGS is also of keeping up with the Le Mans and the Ducati 900 SS, but only with the kit because the standard RGS will not win those who have until now that you need four to go fast. Two are enough.

Ducati 1000 SS Hailwood-Replica
Ducati 1000 SS Hailwood-Replica
Ducati 1000 SS Hailwood-Replica


Other articles of the category "Ducati":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.