Ducati MH900e NZ

10 Мар 2015 | Author: | Комментарии к записи Ducati MH900e NZ отключены
Ducati MH 900 E

Ducati MH900e NZ (March

Form Meets Function

or ghastly? Great-looking or godawful? Cathcart finds you can’t indifferent to Pierre Terblanche’s

You either loved or loathed design chief Pierre MH900e showbike the first you clapped eyes on it. It polarised opinion to an extent few motorcycles ever done before on its debut at Intermot 1998 in

Terblanche’s creation thus fulfiled its presumed purpose – it got talking about it, blazing a promotional path to enhance for the Ducati marque as a whole. By standards, this was mission

Yes, but this is just thought admirers around the surely we won’t be able to buy Well, perhaps not in the form it was displayed but, by the time of the Show in December 1999, had been so overwhelmed by the response to the that what had been as one-off, what-if show-stopping had progressed to limited-edition, individually-numbered, production status as the first to be sold exclusively over the

Each of the 2000 bikes will represent the sum total of the production run were sold at the Euro 15,000 price of the country it ended up in. All were for by buyers around the world hours of the dedicated MH900e opening for business at 00.01 on New Years Day 2000.

Thirty percent of sales came Japan, about 30 percent from Europe and North and the balance from Australasia. out in nano-seconds (well, twelve actually), the MH900e has achieved status, leaving a horde of wannabe buyers in its wake.

has even published a book Aooh! Ch’e ësto Manname ëna moto! (roughly as Hey! What’s all this net

Just gimme a bike!), a of cyber messages ranging those fast enough to their name to a bike to who weren’t so fortunate, as well as who just chose to admire – or – from afar. Like the the book is naturally only via the Ducati website, www.ducati.com.

Production of the MH900e was originally to be subcontracted to Bimota and to begin summer, but the well-publicised collapse of the Rimini company meant Ducati had to find space at its Bologna factory for the handbuilt of a bike. It could not be assembled on its production lines, by definition, but his construction could not be started December, a year after its

Production is now in full flow, a team of workers assembling the in batches of 50 for delivery to customers in the US and Europe in rotation. Five are being built each a figure which it’s will be stepped up to 10 shortly to all 2000 bikes by mid-summer. So, if you New Years Day 2000 logging on to your MH900e order, to be blasting down memory sometime in the next six months.

Or you? Is this yesterday more, or a modern bike in dress, pretending to be something it Well, the ‘evoluzione’ MH900e, using today’s engineering and sold with tomorrow’s techniques, encompasses the styling of the replete with design to the past.

That’s because MH for Mike Hailwood, arguably the legendary hero of the first 100 of motorcycling and the man responsible for scoring one of two most famous race in its half-century in the 1978 Isle of Man One TT. And, in producing the MH900e, the company owes a debt of to Pierre Terblanche. The MH900e is much his signature product associated story) and a generally replica of his Intermot bike.

In seemed a curious move at the Ducati put his one-off prototype up for at Sotheby’s Chicago sale in 1999, where it failed to its $US1 million reserve but was bid up to a startling $US750,000. Still all good publicity for the one you could buy for a fraction of that amount.

The production version retains the metal cladding around the to convey the impression that it was by a period 70s-style bevel-drive V- twin motor similar to the one took Mike the Bike to his TT In fact the desmodue engine at the of the bike is the same fuel-injected, belt- driven sohc design that’s fitted to the 900SS today It produces at 8000rpm in MH900e guise – less than the 900SS, to the more restrictive exhaust with 76Nm of torque at

In most respects Terblanche’s dreambike design – which the difficult feat of being futuristic and retro at the same – has been preserved. He says its tubular steel spaceframe has been purposely designed, to as much as the engine as possible the side – even if the result is a tall bike. Its claimed seat height seems – at 1.8m I can only tiptoe at lights, though the 2m tall has no such problem.

Well, he did say it was the he’d dreamed of building for for the past 15 years.

The chance to the prototype MH900e on a freezing January day, with the barely registering above did however provide me with surprises. (Stamped with on the silver plaque atop the tank shroud which a small 8.5-litre plastic this is not a bike for long

But, bottom line this is a far more capable bike than I and probably other people ever it would be. Sorry, Pierre, but got to admit it does look only a showbike, even if we have guessed that a who actually rides the bikes he would make it dynamically too. It’s just a you’re so tall, because the of the bike is its only major even for someone not particularly challenged like myself.

How are of those 38 percent of MH customers in Japan going to cope such a bike that one they could never sat on before they ordered, let ridden?

Certainly, the build of the MH900e is unlike the mid-70s 750SS I new in 1974 to further a career in racing. Even its long shocks to speed up the steering and scraping the exhausts in turns nearly as jacked-up at the rear as the conversely its quite a bit rangier in of the riding position and the wheelbase. At on the MH, this is a far cry from the original bike’s 1500mm build and more close-coupled than the bikes’ stretched-out stance, the jacked-up rear puts a bit more weight on your than on the older V-twin.

Yet variation on the 70s theme delivers a rangy look to the bike seated in the cockpit or viewed the front, much more with the current 900SS. individual is the abbreviated seat the twin exhausts protruding from it, the only really part that escaped self-appointed censorship, and the pointy-nosed blending with the fuel The tank is shaped to resemble the seat/tank unit of Hailwood’s surmounted by a 70s-style Ducati as designed by noted car stylist

A true work of art is the intricately single-sided tubular steel which for many represents the single most admirable – a masterpiece of tube- bending and incorporating the direct-action Paioli The MH900e’s Marchesini wheels are and the same as fitted to the Intermot model, albeit with 320mm Brembo front now fitted to the 42.5cm (17in) instead of the avantgarde single of the prototype (whose silesium can’t yet be homologated for the street).

differences with the prototype are minor. The rear trafficators been moved from the rear exhaust silencer to a separate position below There’s a larger single again for homologation reasons, a ignition key instead of the prototype’s card and no special half-cover the dry clutch, again to meet road traffic restrictions.

The rear light has been to the tail of the seat, replacing the camera which monitored the behind the rider. This, in has been replaced by a conventional of mirrors sourced from the 996 bin and equally useless – you can’t see except your arms. one of the mirrors fell off the test and I inadvertently removed the other and the ended up looking far sleeker and eager-looking.

Since they’re so pointless, I’ll bet a lot of the 2000 will end up removing them, as they’ll surely fit an aftermarket to deliver a more traditional than the flat noise the production MH900e’s exhaust under the seat.

The exhaust a lot better than it sounds, more blat than at any speed. But the single white-faced tacho of the show bike – incorporates a digital speedo it (reading mph or kph at the punch of a button and incorporating a clock) – has been As has the single tucked-away suicistand you can only operate safely dismounted from the bike you’ll also always to leave in gear when up).

Ducati MH 900 E

Ducati has at last this from all its volume models but kept it on the MH900e, its theme of the past catching up the future.

But, once clambered aboard la Hailwood, it feels right. Your snuggle into the cutouts on the tank just as they do on the Mike Hailwood NCR-derived At first acquaintance, while slowly to get some heat the Michelin Pilots, the MH seems and awkward, with a propensity for the wheel to try to tuck in as it rounds a turn.

But it all starts to come and you realise this is a well-developed of hardware, with unexpectedly suspension compliance and ride from the non- adjustable upside-down Marzocchi forks, and from the offset Paioli rear shock. In spite of no linkage, this gives grip and is surprisingly supple.

In fact, on first meeting, I the MH handling superior to Ducati’s own in terms of chassis geometry and response. It turns quicker and very well at higher The 24.5 degree head and 98.5mm of trail delivers stability round fast even those with a in the middle – which the relatively bike by air-cooled V-twin (186kg dry) just off.

It’s just a the bike’s so tall, because makes it appear quite at low speeds, especially in town, ground clearance appears to be thanks also to the bike’s build. On such a cold however, I can’t say I explored the envelope of potential turn

There’s good bite the Brembo brake package, in of what appears to be a relatively design of four-pot calliper. a panic stop doesn’t excessive front end dive the Marzocchi forks. It’s nice to ride.

A key ingredient in is the box-stock desmodue motor, it seems Ducati has worked on refining since I last a 900SS 18 months ago. improvement is in the gearbox, which is now precise in selection and especially has a clutch action than any ever built – even is easy to find, at last.

good response low down the fuel-injected engine, with the EFI’s mapping more low down, compared with systems. It doesn’t jerk off the like others do. This riding the MH on a twisty mountain pretty rewarding, even in slippery conditions, as you brake into the apex of a bend waiting for any messages about conditions from the front which the low-tech but effective are well capable of passing on.

The but responsive pickup when you get on the throttle to drive out of the turn you to ride the torque curve of the desmodue engine even easily than 20 years ago on a Replica first time making at least one ratio of the gearbox all but redundant.

Okay, I’ll put my hand up. I had no until I actually rode it the MH900e would prove to be as to ride as it is attention-grabbing to look at. from the high stance and the exhaust note, it’s a refreshing and arguably a better than the 900SS mechanical it derived from.

In which this is a concept too good to be as a limited edition lustbike, to be after the 2000 promised are built and delivered.

What has here, almost unintentionally, is the basis for the next-generation 900SS and its brethren. While an enhanced package, it remains more than the current model to the of what the firm’s now-departed Dr Massimo Bordi, correctly the ‘classic sports desmodue As such, the MH’s various design references would their just place in a production bike, alongside a Ducati trademark like the rear end, here in more traditional materials.

Go for it, – this is a showbike that a wider audience that the lucky people who hit buy on the internet the rest of us were partying on New Day 2000.

Photo credit: Barshon

Published. Friday, 23 2001

Ducati MH 900 E
Ducati MH 900 E
Ducati MH 900 E
Ducati MH 900 E

Interesting articles

Tagged as:

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.