Ducati Supreme Bikes and Motorbikes

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Ducati 900 Superlight


Ducati 900 Superlight

on February 15, 2010 by Fahad

Red, raw and unashamedly single-minded, 900 Superlight proved conclusively a sports bike could high performance – not with horsepower but through simplicity, weight and agile handling. By standards the Superlight was only powerful – but it was rapid, exciting and last millimeter a pure-bred sportster.

The Superlight was launched in as a racier, more aggressive of the 900SS, which had been in 1989 and revamped to good two years later. Essentially the new was a hard-charging, single-seat version of the SS, with reduced weight and other changes intended to in on Ducati’s early-’90s domination of the Superbike race series.

of the Superlight’s 90-degree V-twin was derived from the 900SS, meant it was a 904cc, single camshaft unit with two per cylinder and desmodromic valve (valves closed positively, of by springs). The gearbox remained a six unit; the only transmission was a ventilated cover for the Superlight’s dry

The 900SS’s pair of 38mm Mikunis was retained, which give an identical claimed output of 73 bhp at 7000rpm. The Superlight’s of a pillion seat allowed the exhaust pipes to sit higher. At the end, the new bike gained a mudguard of lightweight carbon-fiber, of the conventional plastic.

In Ducati the Superlight’s chassis was based a tubular steel ladder and featured low-set clip-on and rearset footrests. Most of the was shared with the 900SS; the study 41mm upside-down forks form Showa, and the Japanese firm’s multi-adjustable shock, working directly on a swing-arm.

To that Successful the Superlight added composite with aluminium rims and magnesium spokes, wearing Hi-Sport radical tyres in broad sizes. Brakes Brembo’s finest: twin disc up front, gripped by Gold Line caliper. As as its pure performance, it was the Superlight’s attitude and uncompromisingly sporty that made the bike so

Its racy styling, aggressive position and rich exhaust gave a sporty, unmistakably feel, and the Ducati’s blend of midrange torque, light and crisp throttle response for a wonderfully eager and easy-to-ride

That 73 bhp peak output in a top speed of almost 140mph, could be bettered by several 750s. But the Ducati’s combination of and board power delivery the V-twin could stay almost any competition on all but an arrow-straight Given a crack of the throttle the thundered off, remaining smooth all the way to its 9000rpm redline.

was excellent too, thanks to the rigid frame and its collection of top cycle parts. Steering was and neutral, giving the 388lbs the feel of a genuine middleweight. The forks gave a ride was firm without being and the firmly sprung rear end was well-controlled, even when worked hard by the aggressive encouraged by the grip of the fat and sticky Hi Sports tyre.

Whether the 15lbs weight advantages, to the 900SS, was strictly noticeable was and the two models were certainly closely related in performance, as as specification. The new bike’s price was higher, too. But for riders to the speed, style and simplicity of two-valves-per-cylinder V-twins, the 900 Superlight was to none.

Ducati 916

Posted on February 13, by Fahad Majidi

To many, 916 is not merely a Superbike, but the Superbike. motorcycle, part fantasy, erotic art, few motorcycles of the 20 years has aroused such amongst the motorcycling public.

look at it. Is there such as Repetitive Strain Injury of the muscles? There is now. nanoseconds of its UK launch in late a whole generation of bikes had put the 916 top of their list.

Practically every one of the 200 destined for Britain in were sold, and the first 100 due in Even at $11,800 apiece, it cheap.

Not only does the 916 looks in abundance, it has pedigree. it is a racer, with almost addition of lights and a number It is more than a spin-off World Superbike regulations insist that if you can’t the same frame, engine and induction system in the shops, you put them on the track, either.

For this reason, Honda probably never have their RC45 were it not for Superbike racing ambitions. on the other hand, almost would have built the 916 – they are Italian and Italians are that sort of thing.

Ducati 900 Superlight

The predecessor, the 888, had already won the Superbike crown in 1990, ’92. Hot off the drawing board, the 916 suit, taking Carl to memorable victory in the 1994 chase. By the time you read he will probably have won it

And if Fogarty doesn’t, another 916 certainly will.

Despite the of its lines, the 916 is an extraordinarily complex box of That slim fairing an engine which may ‘only’ be a the latest in a line of Ducati dating back to 1972. But the Dukes have four per cylinder, four camshafts, six liquid-cooling, computer-controlled electronic injection and desmodromic valvegear.

All this advance technology the 916 quite unlike most engines. Instead of a diet of giddy revs, the twin out irrepressible, visceral urge from tickover. Solid, power begins as low as 3000 and from 6000 upwards the is thrown into reserve.

Top is a blistering 160 mph.

In 955cc racing trim, the ‘916’ the thick end of 150 bhp. As a roadster it 114 bhp at 9000 rpm, but feels stronger, more usable. The of power is so immense that any gear will do.

And the booming when downshifting into is one of the joys of motorcycling.

The Ducati’s too, is of the highest class. to the 888, the 916 is shorter, more and more racer-like. The Japanese suspension offers a huge of setting, but there is very wrong with the Duke out of the crate.

With its short and its lively geometry, it is in its element turns – blindingly fast and hairpins alike.

Anyone buying the 916 takes of a dream as much as reality. As a street bike it has its faults, not the of which is comfort. In a racing – what it was designed for, all – it like a glove. As a tourer, it a good plank.

This is not a motorcycle, and every red-blooded in the world should want

Ducati 900 Superlight
Ducati 900 Superlight
Ducati 900 Superlight
Ducati 900 Superlight
Ducati 900 Superlight
Ducati 900 Superlight
Ducati 900 Superlight

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