Ducati Paso 750: 1986-1988 Rider Magazine

15 Июн 2015 | Author: | Комментарии к записи Ducati Paso 750: 1986-1988 Rider Magazine отключены

Retrospective: Ducati Paso 1986-1988

Clement Salvadori

May 25,

(This Retrospective article in the May 2008 issue of Rider


You just bought a famous company, and you want to make a a big to-do at the annual motorcycle

No time to do anything really new but maybe a stylish set of clothes some new foundation garments do the trick. Dress up the previous like never before. the Paso 750.

Essentially new model took the engine out of the F1 racebike, and with a couple of modifications it was bolted into a new with a full-enclosure fairing. The brand was presenting a brand-new to the world, moving away the hard-edged race replicas for it had become famous. This was to be a mass-produced sporting mount for the who wanted a certain measure of with excellent handling and as well.

In the early 1980s Ducati had financial woes that a outfit was called in to oversee the operation, but the bureaucratic approach efficiency. Then the Cagiva company struck a deal to buy motors to power several of its soon followed by Cagiva’s the whole Ducati concern, stock and desmodromic cylinder taking it out of government hands.

was in 1985, and Ducati already had a engineer on staff, Massimo who was working on developing the L-twin’s Cagiva also hired Tamburini, one of the founders of the rather Bimota motorcycle company, and the two put their two heads together and up with a design that startle the masses.

1988 Paso 750.

Bordi had hard to bring the 1979 500cc engine, with SOHC desmo two-valve to a competitive edge, and the 748.1cc F1 750 was the final result, a very racer with lights. And signals. Its drawbacks were it was an absolute misery to ride but on a smooth track, as it had an extremely frame and very hard

The triple order was to improve the decrease the cost and give it a new And a new name: “Paso” was the nickname of Italian racer Renzo who died at Monza in 1973 an Aermacchi 250 GP. The purchase of the Aermacchi from Harley-Davidson in 1978 was gave Cagiva its real so Paso was a fitting tribute.

The trellis frame on the F1 looked spiff, with much of it revealed behind the partial It felt great at 130 mph, but was a bit on the narrow, cobblestoned streets of hill towns. And the single Cantilever shock absorber, as as the 40mm Marzocchi fork, had stiff springing. The new double-cradle was of rather unattractive rectangular-tubed steel, but since it was all going to be up, who cared?

To simplify maintenance, and engine several of the cradle tubes This was the first Ducati that allowed the rear to be fully serviced without the engine…what a joy. The aluminum extended by more than 2 had eccentric chain adjusters simplified the proper tensioning of the

The Marzocchi fork was fattened up to and was air adjustable, with an adjustable device on the right side; the tube was focused on the compression This came with 25 of rake, 4 inches of trail. At the the Marzocchi shock was tossed in of an Öhlins Soft Damp, the latest rising-rate technology, 5.4 inches of travel. Italian-made wheels were 16-inch and rear, with Pirelli

Ducati 906 Paso
Ducati 906 Paso

The F1 had a 16 front, 18 rear, and this new rear on the Paso made for quick steering. It also off-setting the engine a smidge so the chain could clear the low-profile 160/60 tire. supplied the brakes, with a of 280mm discs on the front, 270mm disc on the back, by double-action calipers.

The distance between axles was inches.

Engine dimensions kept the same, 88mm 61.5mm …, but a radical was made by twisting the rear 180 degrees, as had already been on the Ducati engine in Cagiva’s enduro model, and using one dual-throat (36mm Venturis) The F1 had a pair of Dell’Orto 36mm carbs, optional 40mm if you to go really fast. A complicated exhaust system ran into silent Silentium mufflers; of there were aftermarket (For Closed Course Use

Other engine changes a Kokusan electronic ignition and a 14-plate dry clutch. The camshafts and were a bit changed from the F1, more low-rev power, and at rpm the engine was making about 73 horsepower, so in fifth gear the needle was nudging 130 mph. Two oil radiators were helpful in the engine cool.

Shrouding all this were a dozen pieces of ABS, of a nose section with windscreen, big wraparound body, two oil radiator covers and a tail

The Ducati reputation for demanding love for the machines held on the Paso since the fuel because a portion of the gas tank was the carburetor—had a tendency to flood the and create problems with running. Under full everything was fine, but urban could make the rider Eventually a pressure valve was between the pump and the carb cured the problem.

The first came into this in 1986, with a hefty price tag—cost reduction been so successful. That the Japanese 750 in-line fours making more horsepower for money; for $4,500 Suzuki sell anyone a GSX-R750. You had to be a Ducatista to spend the extra

In 1989 the bored and stroked (92 x liquid-cooled, Paso 906 appeared, Ducati hoping that the 15 increase in power and sixth would humble the in-line Not so. Then came the ’91 907 i.e. dropped the Paso name the Weber/Marelli fuel injection was

End of the line.

Ducati 906 Paso
Ducati 906 Paso
Ducati 906 Paso
Ducati 906 Paso
Ducati 906 Paso
Ducati 906 Paso

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