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Ducati 125 Enduro

By the end of the 19th century, most European countries had become powers. Italy, however, the exception of Milan and Turin, at a slower pace. This all to change toward the end of the 19th when the young Italian launched a massive modernization financing the construction of new roads and in an effort to better connect its urban centers.

In 1926, the Adriano and Marcello Ducati Societa Scientifica Tadiobrevetti a company in Bologna specializing in the of tubes, condensers and other components. By 1940, the company had in the manufacture of electronic military making it a prime target for bombing raids. The Ducati at Borgo Panigale was hit badly a of times, but kept up production in of it all.

About this Aldo Farinelli, a local engineer and writer, began about what Italy be like after the war. He that what Italians need, after life got to normal, was a viable means of transportation. Most Italians walked, took what public transportation there or better yet, rode

With this in mind, began working with the Torinese firm SIATA Italiana per Applicazioni Tecniche toward developing a small that could be mounted on a Gathering sufficient raw materials for the however, was risky, since war-related commodities for private use was forbidden by Mussolini and the occupying forces.

Nevertheless, Farinelli to put together his first prototype and it running on the streets of Turin by 1944. The engine’s short exhaust produced a high-pitched noise. This, and Farinelli’s affection for his pet project, inspired the Cucciolo — or little — for his new little motor.

in at a little over 17 lbs. the mite added little to the of the bike and got an amazing 180 miles per gallon (100km per liter) was no way to begin manufacturing the Cucciolo the cease-fire, as Turin was heavily in the Winter of 1944. But plans made and, in the early of 1945 when the Fascist of the North fell, SIATA no time.

On July 26, barely one after the official liberation of the they announced their to offer the Cucciolo to the public. It was the new automotive design to appear in Europe. The first Cucciolos available only as a motor to be to a normal bicycle. But some businessmen bought the little in quantity and began building own frames, thus offering for the first complete mini-motorcycles.

By with 200,000 Cucciolos sold, Ducati took the step. They offered a motorcycle based on the successful pullrod engine. The collaboration in a well designed little 60 cc

This first Ducati weighed 98 pounds and had a top speed of It’s 15 mm carburator got just 200 mpg. In the 1950’s, Ducati dropped the Cucciolo name, it with 55M or 65TL.

With post-war economic boom a significant change in the light market. Italians who once hardly afford a Cucciolo engine were now flush lira and looking for something sophisticated. and expensive. The Cucciolo was so that it managed to retain its lead, for the time being, in the midst of the raging price

But it was becoming increasingly less and Ducati’s IRI management felt was the only answer. Ducati on strong at the early 1952 Show, introducing the Ducati 65 TS — which replaced the 60 — and the Cruiser, the world’s four-… scooter. The Cruiser was as an answer to the scooter invasion had steadily cut into the light market.

Although it was hailed as the interesting new machine at the 1952 the Cruiser turned out to be a commercial Only a couple of thousand made in the two years before the was withdrawn from production. In management decided to split the into two separate enterprises. Meccanica SpA, the present-day manufacturer, was thus created. Elettronica SpA went on its own way under management.

Dr. Guiseppe Montano over as head of the new bike and the Borgo Panigale factory was with the help of government By 1954, Ducati Meccanica SpA was 120 bikes a day.

In spite of being a government director, Montano was a motorcycle and under his direction, Ducati’s activities grew. From lending a hand to worthwhile the company eventually developed a racing team. Montano that Italians were racing fans and would buy in the what won on the tracks. In order to the competitive image of houses Guzzi, Gilera, MV Agusta and Ducati needed to race

Montano knew that in road racing was what bikes in Italy — success in the Milan-Taranto and Giro marathons which dominated the competition calendar.

Desmodromics, the of positive valve control, into its own in the period when straight-eight Desmo engines formula I racing. Unfortunately, the prestigious german auto retired from racing, it effectively retired the desmo At least for the moment. Ducati

However, fished it out of oblivion for the first time, applied it to motorcycles. Desmo technology was used in racing designs and in a daring commercial venture, in street machines. Ducati’s overhead-cam 98 cc Gran Sport the prototype of all future Ducati It had an air-cooled cylinder inclined 10 degrees from vertical, primary drive, wet-sump battery ignition and camshaft by vertical shaft and bevals.

revolutionary bike came to its class in Italian national The next generation, a dohc 125 cc of the Gran Sport, debuted the 1956 racing season. The rpm’s needed to produce power led to problems with float, which Ducati believed could only be with a desmodromic cylinder

While the 125 Grand Prix 16 hp at 11,500 rpm and could not be revved without breaking a valve or floating the valves, the Desmo 19 hp at 12,500 rpm and could rev to 15,000. bit-end life was very at these sorts of speeds and new bearings had to be put in for every race. The 125 Ducati won its first race at the Swedish G.P. at Hedemora, all the other cycles.

Unfortunately, its Gianni degli Antoni, during the practice for the next the Italian G.P. of Monza. Antoni’s … dealt a blow to the Ducati racing and it was not until 1958 that team was able to mount a challenge to MV Agusta, another motorcycle company, and their rider, former 125 cc world Carlo Ubbiali.

But that the Ducati Desmo dominated the season and its talented team was headed straight for the World Only a mid-season injury to top rider Bruno Spaggiani them out, letting squeak through to the title again. Notwithstanding Ubbiali’s when the dust cleared the engine had proved its quality and both in maximizing engine and as a safeguard when possibly gears.

Both were that would prove to motorcycle buyers. In 1967, eight years of development, introduced its first production engine, a machine that as much from the asphalt as it did from the drawing board.

The Brothers, who took on the US Ducati in the late 1950’s, brought an flair to the company. The Berliner because of the brothers’ forceful began playing an increasingly role in the direction the bologna would take.Though this ended up having disastrous for all concerned, in the short run it secured for a much larger slice of the market than they otherwise have had.

stood out from the horde of small European motorcycle trying, in vain, to knock off the mountain. The 125 Sport became the 125 There was also the Monza a sort of stage-two version high-compression piston and modified — which offered lift and dwell — a larger SS1 Dell’Orto racing and a straight-through exhaust.

The Monza was created especially for the British and was not sold in Italy. Kings of was publishing Ducati for a 250 cc machine to their line and offer competition against British and makers. Ducati engineers their first 250 cc for the track that racing once would provide all the experience needed to eventually make a 250 cc street machine.

The prototype 250 Ducati won most of its in America, many of which run in conjunction with 500 cc events. It went back to Italy to be into a production roadster. The street-legal Ducati 250 made its at the Milan Fair in April

The 250 was so popular among sport that in 1963 Ducati a sizzling updated version to the known as the Diana Mark 3 Sport which turned out to be the 250 street bike in the world. In a monitored Cycle World test, the Mark 3 did a standing 1/4 in 16.5 seconds with a speed of 79.5 mph. Its top was 104 mph.

Even a TD-1 racer, tested by Cycle that same year, was to match the Ducati’s top speed and no comparably sized street-legal could compare with its

Ducati was enjoying success in America and other export such as Britain, Australia and At the same time her domestic were also running and were not limited to motorcycles. By Ducati Meccanica SpA was the Italian for standard-triumph cars and leyland and trucks.

One line which Ducati was the 50 cc two …. Producing from 0.92 hp at 4,600 rpm to 4.2 at rpm, these Ducati were indeed raced considerable success in Italy. But try as he Berliner found the two-… to impossible to sell in America.

The just did not exsist. The mid-1960’s for were characterized by misguided and wasted energy. Instead of on its well-developed line of sporting — a machine it built as as anyone and better than — the company offered in its 50 cc and 100 cc versions of the same two-…

This lack of direction was to spell disaster. Some insiders refused to have to do with the two-strokes, instead ahead with plans for the In 1965, the first new concept arrived.

The 350 Sebring was the largest ever made. Ducati, as built a racing 350 first. The 350 was not well supported in the United so when Ducati team Franco Farne went to for the Sebring race, he had to race in an catering to 251-700 cc machines. the muscular competition, he finished overall and, more won his class handsomely.

Thus, by Farne’s victory and by the local the new big machine was dubbed the 350 Sebring. By the production techniques had advanced so a road Desmo was possible. A into the future came Farne’s appearance at the April Modena meeting, riding in the 250 on a prototype machine fitted an experimental Desmodromic head.

A later, Roberto Gallina and Parlotti raced at Modena 250 and 350 versions of the new Desmo bike.

months later, the dream was In January, 1968, Ducati plans to build and market the 3D. D for Desmodromic. It was not until a year at the beginning of 1969, that the Desmo production machine appearing on the roads of Europe and on the of the U.S.A.

The Desmodromic design, as in the new engine, had all four closing and lobes mounted on the same in a system similar to that in the old Mercedes-Benz Formula 1 cars. was the feeling, among many that it just was not a real Thus, it never sold in the U.S. despite the fact it out-performed many more bikes, up to 650 cc’s.

Unlike Vic in Britain, who recognized that was an aficionado’s cycle and therefore on a relatively narrow performance-oriented Berliner seemed to guess on every front in the U.S. By 1967, the combination of increasingly Japanese competition and the proliferation of models had brought Berliner to the of financial ruin — and with it. The 160 Monza Junior was a flop in the U.S. market.

When yet another consignment of bikes was about to leave Berliner refused the shipment. The reason was market saturation. In Berliner simply did not have the to pay for them. By now Ducati, directly and due to Berliner, was staggering in the United and suffering in the previously strong UK

With the company’s balance in tatters and its future uncertain, who had done so much to build from scratch, retired. His mistake, it seems, had been to put too faith in the potential of one market and to too heavily on one distributor for advice on the of new models. The only recourse was a by EFIM, a government holding

This meant direct control over the day-to-day of the factory via a government-appointed administrator independent powers were a of what Montano’s had been.

The shaped the motorcycle market of It was the age of the mass-produced Universal Japanese Which made its appearance in with the honda CB 750 Four. was followed by an almost endless of derivative competitor products. the sun was setting on British dominion the big-displacement sportbike market.

manufacturers began losing competitive edge due to a lack of quality in their products. In decade, Ducati singles their maximum level of sophistication and displacement. They great looking engines, of the most beautiful pieces of ever built. But unfortunately, as the British big boys, it was the Ducati last stand. Ducati’s real off-road, four competition motorcycles were the 450 R/T and 450 R/S.

Ducati re-entered in 1971, with the introduction of a 500 V-twin. It was an unusual-looking powerhouse set the style for future production. As in the Ducati singles, each had a single overhead bevel-driven cam and two They looked so much the cylinders from Ducati that some enthusiasts suspected that they cylinders taken from and mounted on the new engine.

One difference was the horizontal cylinder was finned to improve cooling even Americans were not the only who liked big bikes. Big displacement and production machines were more and more popular in as well. Italian race Francesco Costa of Imola his possessions and began organizing an similar to Daytona, to take at Imola, Italy in April

Costa wanted this to be the for all future motorcycle races and so every detail with the care. He arranged for a full and even introduced — for the time in a European event the colorful rider leathers so to the American racing world.

It was first big chance to prove its new potential on a home circuit As the first new 750’s were off Borgo Panigale’s production the racing department began on an entire batch of racing The first challenge for Ducati was to internationally competitive riders at the time, they had no established team in this class. put in a call to Paul Smart, who at the was racing in the States for Kawasaki.

was not at home when the call but his wife felt the money was so that she accepted for him, assuring her husband a place in history. Ducati’s other for Imola was Bruno Spaggiani, who with him a long history of racing and testing for Ducati. knew the Imola circuit the back of his leather racing

Smart and Spaggiani took and second place in that Imola meeting, winning not against Agostini on his MV Agusta and Villa on his Triumph, but against the of BSA, Laverda, Moto Honda, Kawasaki and Suzuki. triumph gave birth to the big bike racing legend.

The effect of the imola victories Ducati. The 1973 Desmo a silver metal-flake tank and bodywork to identify it with the 750’s. Later that Vic Camp was replaced as British by Ducati Concessionaires with a new owned by Coburn Hughes, one of the retail dealers in the country.

Coburn Hughes saw no future for the singles, preferring to import the 3 valve-springers and 750 twins, Camp was the additional option of importing singles himself direct Italy, as he had done in the past. In the last run of Desmo singles was with a single disc brake and 38mm Marzocchi which seemed quite out of on the 250. By now the deadening effect of control had settled over the Panigale plant.

It’s first luckless was the single-cylinder. Though single-cylinder was sufficient to make the bikes well into 1975, the had already been written off by for whom motorcycle-making was a mere game. When the new factory was in 1975, the single was already for extinction.

Typical of bureaucracy, the to discontinue the singles came when the public would been ready for an economical, four-… single with switchgear and instruments. Unfortunately, the directors were too blind to see Even though the world oil of 1973-74 should still been fresh in everyone’s they nevertheless allowed to be advised by certain distributors who only think in terms of and better V-twins.

The loss of the was made even more by the fact that they replaced with the disastrous parallel twins. The loss of the was made even more by the fact that they replaced with the disastrous parallel twins. British and riders were perhaps committed to the single-cylinder four-… others.

After Ducati making their favorite bike, they satisfied craving for it with a 239 cc version of the 3, produced in the early 1970’s by the engine dimensions to 72.5 x Meanwhile, production of the 125 sohc was reinstated. This time it was in a special Scrambler frame a single front down-tube into a double cradle the engine.

This 125 Scrambler quite different from the street scramblers — was an ahead-of-its-time enduro mount would have sold in the 1980’s. Unfortunately it was replaced only a short time by the two-… 125 Regolarita. In 1971, Vic problem with the Bologna over prices led to the episode of the 24 — or 24 Horrors — as it known all over Britain.

In to circumvent what he saw as unreasonable from Borgo Panigale, in desperation, canceled his order of from Ducati and arranged Spansih Ducati affiliate, to ship around two hundred 24 from its factory in Barcelona.

Mototrans parts were interchangeable with those of with the Spanish 250 single, was definitely not the case. Not only but the Spanish bike’s workmanship and left much to be desired. Camp did his best to placate customers, his name as well as of Ducati — since the were sold under name — was mud among the motorcycling public for a long to come.

Ducati 125 Enduro
Ducati 125 Enduro

One dissatisfied buyer the name 24 Horrors in an ad he took out in Cycle News. In that ad, he one and all to meet in front of Vic Camp’s shop the following Saturday to witness the stripping down of a that had struck terminal before going 1,000 A large crowd showed up.

in 1973, the question of Vic Camp’s standing as a Ducati representative up, the 24 Horrors episode had the predictable

In the end, though they by no means perfect bikes, the of small-to-medium capacity Ducati meant a loss to the spirit of fun Fortunately, a bigger, more brother was waiting just the corner — for those who afford it. In a June 1983 that saved Ducati from extinction, the venerated company agreed to supply another Italian motorcycle with engines.

The engines still bear the Ducati but the complete bikes would be as Cagivas. This historic gave birth to the Cagiva and Alazzurra, in 350 and 650 cc versions. The Alazzurra was a sport-touring machine, but looked so like the original Ducati many riders considered it a budget Ducati. The Elefant, on the hand, was a more original meant to compete with the big Japanese dual purpose

The owners of Cagiva wanted to a bike in the trend-setting Paris to Rally. The Elefant was their

It had made a hit at the Milan Show, its impressive big tank and massive and over all it was very much in among enthusiasts. The owners of wanted to enter a bike in the Paris to Dakar Rally. The was their answer.

It had made a hit at the Show, with its impressive big and massive frame and over all it was much in demand among Its winning personality and winning has made the Elefant one of the longest Cagiva models. With its engine, it has been in continuous for ten years. In May 1985, Cagiva complete control of Ducati a government dismissal policy of companies.

With the Cagiva the pace of engine development at went into light keeping up with, and often the pace for, the rapidly motorcycle industry. Ducati’s solution to the demand for higher was a broadened line of Pantah After the Cagiva take-over, a 750 cc was developed to power the 750 F1 and the Paso.

at 350 and reaching 750, the Pantah would represent the basic line until the introduction of the 851 in

In 1985, a Ducati styling and research center was created in It owed its existence to the big company power of Cagiva. Of all the dynamite to come out of the center, none the public’s imagination quite the Paso. Launched in the Fall of the sports-touring machine managed to the traditional Ducati virtues innovative departures in styling and The Paso was clearly meant to to a more sophisticated rider.

It an orderly electrical layout original and purposeful positioning of items such as the twin oil in the fairing flanks. The Paso’s design was such a radical from Ducati tradition it was hardly recognizable as a company

Though shown at the Milan as a 350 and 650 in pearlescent white livery, it was introduced on the market in the red 750 everyone to know. The braking system on Ducati bike, the Indiana, two unconventional disc brakes; a 260 mm ventilated rotor in front and a 280 mm solid one in back.

Though the was undoubtedly one of the best performing and cruisers on the market, its originality was by a flood of handling cruisers on the its originality was overshadowed by a flood of Harley-Davidson look-alike cruisers. In Cagiva offered a detuned, Harleyish 750 cc version of the Ducati with a two-tone paint Ducati devotees around the were expecting more the company than simply motorcycles.

Almost as a reaffirmantion of unshakable place in performance the 750 F1 was introduced in 1985. To keep up the performance race going on in the in 1986 Ducati introduced a tuned-up edition of the 750 F1 dubbed the This modified machine the Ducati racing tradition and was joined by the similar Laguna and Santamonica 750 F1 special editions.

In the Ducati was developing the machine would revive its racing the 851. Certain engineering had been wanting to try a four-valve on the Desmodromic Ducati heads. led to the developmnt of a totally new liquied fuel-injected engine. Though the configuration was 750 cc, it eventually was brought up to 851 cc. new and effective-looking were the heads, and crankcase.

A completely new fuel system was also developed in with Weber-Marelli, the Ferrari racing supplier. Wanting testing for its new machine, Ducati it in any suitable competition, from racing to Twins competitions, with 1980 500 cc Grand Champion Marco Lucchinelli on With the introduction of the World Championship, following an experimental of the race held in Italy in Ducati found the perfect to prove the potential of the 851.

In the of the American AMA Superbike Championship, the Superbike Championship was intended to 750 cc production sportbikes to the racetrack. entered the championship with as their only rider. electrical problems, Lucchinelli past the checkered flag in position.

Following this championship, introduced its first production still a basically hand machine. The dynamic-looking body was red, white and green, the 750 F1 before it, and featured rearview combined with its front borrowed from the Paso. 1987, 750 F1 production was finally and this beauty was replaced in by the 851, the new Ducati role for top performing machines.

The 1989 Paso 906 marked a further of this popular machine. Its new 904 cc though still featuring two and oil-cooled heads, now had liquid-cooled and was capable of 88 hp. Ducati engineers a 6-speed gearshift, hence the 906

In 1990, Ducati introduced the 900 SS, a 904 cc of the 750 Sport. Its immediate success in markets, such as Japan and showed the great potential of the concept.

Ducati exploded world superbike racing in with Marco Lucchinelli two fifth places at Donington on a 851. It was the first meet run featuring four … superbikes. These first turned out to be a portent of the future, as two-cylinder superbikes achieved after victory, quickly the premier entrants of world racing, in spite of fierce from rival manufacturers.

1988, Ducati has won an astounding 78 of the 143 The scoring includes fifth for pilot and manufacturer in 1988, places for pilot and manufacturer in superbike world championship for Raymond Roche in 1990, second place for manufacturer same year. American Polen has won an additional two world titles for Ducati in 1991 and

Ducati’s first winning the 851, soon evolved the 888 and then into the greased 916, all legendary machines to the hearts of millions of biking In winning the superbike world in 1990, Raymond Roche secured Ducati’s domination of the world. In 1983, Roche won the prestigious of endurance races, the Bol

The following year he took place in the World Championship for 500 cc In 1985, he took second in the French Grand Prix, and he joined Team Ducati. In Roche won the world superbike on a Ducati 851. The following American Doug Polen Roche at the helm of the Ducati

Polen took the lead come from winning amateur AMA titles, and Japanese I and Formula III titles. Polen won to back world championship in 1991 and 1992, further the strength and domination of the Ducati

Since its beginning, the design in Rimini, together with the Borgo Panigale factory, gone from strength to with new models that on the unique Ducati tradition of styling and technology. One of the Rimini first triumphs, the 851 was eventually by the 888, whose racing the 888 SPO, became a three-time World Champion. The 888 marked the of the company in the second half of the

It also proved once and for all Ducati’s long-standing motto, Try It On The First is still the best Devoted Ducati riders always insisted that could recognize a Ducati by the look of it, without seeing any on the tank or engine. Now more ever, Ducati motorcycles a totally independent vision.

from the assumption that it is not merely to answer the competition corresponding models, Ducati each market independently and nothing less than in each new motorcycle it makes.

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Ducati 125 Enduro
Ducati 125 Enduro
Ducati 125 Enduro

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