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Ducati 906 Paso

After two years, the 906 Paso was by the much improved 907 I.E. for This drew on the engine and technological improvements of the 851, and the 907 I.E. was finally a homogeneous motorcycle that could with anything on offer Germany or Japan.

The liquid-cooled of the 906 carried over to the 907 I.E. but were stronger crankcases more extensive internal and ribbing, especially around the support base. The clutch was revised for 1991, with the 907 (like the 1991 900 Supersport) a new 16-plate type. The intake was completely revised, with the air re-positioned up by the steering head, in cold, dense air.

the single-injector Weber electronic injection system of the 851 Strada to the 906 engine provided vastly engine operation. The 907 I.E. more reliable Veglia but all other electrical equipment was with the 906 Paso.

While the steel double-cradle frame was of the 906, the longer aluminum and axle adjusters came the 851 Strada. The front suspension was the as before, but with 10mm-longer legs so that the larger combination would clear the on fork compression. There also changes to the wheels and with three-spoke Brembo x 17 and 5.50 x 17) wheels, and larger front discs with four-piston P4.32d calipers.

At the the disc was reduced in size to of the 851, with a smaller Brembo caliper. The larger (and longer swingarm) led to an in both wheelbase, but the steering and characteristics were vastly to those of the 906 Paso. While the of the bodywork was similar to the 906, the 907 I.E. screen incorporated a duct, supposedly to smooth the

The 907 I.E. continued for 1992 only minor changes. was a minor clutch update the year, and the front brakes upgraded with larger and gold Brembo P4.30-34 calipers. The 907 I.E. wasn’t as as anticipated, although it offered power and reliability, plus sophisticated rear suspension the Supersport models.

The 907 I.E. was a very well-developed motorcycle, with excellent and comfort, but it was discontinued during There wouldn’t be a replacement touring Ducati until

Source Ian Falloon

Road 1991

FOR the past ten years have strived unsuccessfully to significant numbers away Japanese sports bikes on to own, less refined but charismatic hardware.

Things seem to be going their however. They won the 1990 Super-bike championship (a sports yardstick if ever there was with the 851 vee-twin and Japanese have increased to near Ducatis look less and an expensive luxury for the committed

The bikes have improved too varied but interesting design and finish. Fuel injection is a Ducati preserve in the real riding department as well.

company philosophy (Ducati is by the giant Cagiva corporation) seems to have changed. No poor imitations of Japanese bikes, Ducati do it their own way — and RC30s into the bargain on the

So, Ducati appear to have up a whole new market for themselves in the while retaining their Italian charter and keeping the happy. Checkout the adverts the Ferrari. the car company are even out with the parent company’s prix effort this

Ducati have found niche.

Ducati thought cracked it with the Paso 906 in but suffered unfairly from the of the Paso 750 — merely a tarted up The reaction was for Massimo Bordi to maker of Ducati’s famed Taglioni) to design a completely new from the ground up.

Early were marred by carburation from twin choke and silly, fashion accessory 16 wheels which hardly the Ducati reputation for handling. The was to scrap the carbs, fit fuel and up the tea trolley wheels to 17 inchers. we have is the 907IE Paso — a that can meet the best Japan head-on.


THE Paso ticked for 15 minutes at Moto Cinelli in as their veritably possessive explained a few points. As a Ducati nut I wondered if it would be like an old bevel driven Ducati and and splutter for miles.

With the words ‘look after my the Ducati pulled away no hint of the motor feeling

On paper, the 907IE’s performance are by no means startling. Ninety from a liquid cooled (92x68mm bore and …) with only 2 valves per Japanese sports bike could be forgiven for nodding off but out on the road that the Ducati its specification.

That low revving will actually pull as little as 2000rpm in top gear, but a little theoretical. Three plus and there’s pulling all the way up to the 9000rpm red line and no sign of or slacking anywhere.

This of power makes the bike a pleasure to ride. No hunting the for power, no constant juggling gear cogs. All-in-all a back but fast ride.

at 80/90mph shows a leisurely but pushing those huge up another 500rpm and we’re three figure speeds. A far cry the red line of a VFR750 Honda at

Effortless to ride and effortless to in the mean sub-zero temperatures of Switch on, wait for the fuel/ignition to purr into action, one of choke (never full), the starter and the engine slowly over before firing up. The torque curve, peaking at at 6750rpm, and fuel injection the engine is never searching for or starved of fuel — unlike the 900 vee twins.

Opening the throttle on them resulted in carbs and banging as they struggled to control the petrol flow.

The can also run on unleaded petrol but Italian bikes like dose of lead, Moto recommended I use four strar and I old habids … hare amongst their dealers.

The all-new six speed gearbox is a improvement over the old five First gear feels — no need to slip the clutch in as on the old 900 vees. Top feels about the as the old five speed box but the best is that now neutral can be found at a — pure lux,ury for died-in-the-wool freaks.

Another plus is the clutch. Always the weak between crank and back the cable operated contraption was heavy with a tendency to The 907IE gets a hydraulic dry clutch which removes problems.

Vibration has never a problem with the 90 degree but the 907IE is even smoother. Bike? designer Anthony

took his first ride on a and reckoned it was as smooth as the Norton


DUCATI have enjoyed a reputation for fine Even when the Japanese over to box section frames and suspension the old twin shock, steel frame Ducatis a hard act to follow on fast

Now Ducati have had to move on and are box section, double cradle, frames and no longer use the

engine as a member. Despite this the 907IE retains the solid, Ducati feel and revels in A roads where fast is effortless.

Steering is quicker on its predecessors. The 17 inch wheels and generous steering lock the Paso easier to handle town as well but it’s no bike. Half an hour of work had my wrists aching the clip-ons.

The cast wheels are of proportions, the radial tyres more so. The front Michelin looks bigger than rears and the fat 170/60ZR17 rear is The grip they provided was at speed but bimbling out of our estate poor surfaces had the rear a little as it searched for flat

Mention Italian bikes and will always say (probably ‘hard suspension’. Ducati to have got their sums with the 907IE with suspension which is firm being harsh. It is the same as on the replica 851 Super-bike with for both compression damping and pre-load.

Front suspension also 851 kit with 42mm Marzocchi MIR with four position settings. These offer adjustment for damping to soak up bumps. No complaints about the brakes. Two four-piston calipers on 300mm drilled discs and are up to scratch.

They also a good amount of feel at the which lends to confidence. The 245mm disc with two caliper provides back-up.

speedo and rev counter are accompanied by the warning lights but a low fuel light AND a gauge seems the top. There’s no fuel tap though.

The gauge is accurate but the is hopeless, starting to flash at tank level. Then the highly rated ZZR600 has TWO lights which also prematurely. There is even a but I found it difficult to read that solid red ‘screen’.

The doesn’t so much have a as bodywork. The ‘screen’ portion some protection but at over six the wind was directed straight my neck. Forget the magnetic bag, the petrol tank is on-

Ducati 906 Paso

ly a cover.

The Paso styling is of an acquired taste but it looks in the flesh than in pictures. A lot and tastier to look at in reality but solid red screen takes used to.

Modern style, the are mounted low at the front — okay but two up all they reflect are the passenger’s There’s even the extravagance of a The sidestand is a little iffy but the help of a fold down it is quite a simple operation to this 473lb (dry)

SPARES prices are something of a Consumables start at a lowly for an oil filter, rising to Ј7.35 for a set of brake pads, Ј12.75 the air Ј37.74 the final drive jumping to a massive Ј55 for the front pads.

Accident damage is a similarly bag. Damage the fairing and the will be for Ј200.56 for either and Ј119.01 for the screen/fairing. Looks until recalling the four sum for a ZZR1100 fairing.

A new seat a mere Ј75.

After the brake and clutch levers at each, things get a little Handlebars Ј74.76, integral assembly Ј81.08 (I), mudguard Ј83.66, headlight complete front forks After that Ј176.25 for silencer sounds cheap. prices retail plus

Fuel consumption from 21 litre tank was a little averaging 45mpg. The aircooled used to return 50-55mph and I had fuel injection would on this. Though in its defence, the never went anywhere The Ј7599 price tag knocks a off the

ratings. It tops the Ducati by Ј350 but that model be too sporty for the Paso rider. Japanese sports/tourers all fall in the price bracket.


ANY that scores five must be something a bit special. The can fairly be defined that way — and not the biased ravings of a Ducati

Ducati have at last a bike full of Italian with the standard of finish has eluded them in the past. It the sports/tourer tag so well that the needn’t worry about and the sports rider needn’t about any compromise on the handling and

It is pricier than Japan’s but not dramatically so these days. The money could well be by the ‘IE’ on the fairing, initials could easily stand for Excellence. Yes, Ducati to have turned the corner.

No are they turning out charismatic but a modern, quality superbike race-bred pedigree worthy of stars in this magazine.


OUR designer Anthony had never ridden a Ducati and his experience of Italian bikes is a 40 stint on the Moto Guzzi — which he didn’t particularly His, then, is a truly opinion. ^ THIS machine is a Italian 9 beauty. I reckon its the attractive bike I’ve or ridden — and I’ve had a go on just everything we’ve had at ‘What since I joined a year

Okay, the Ducati may look a Japanese bike now but it still to have a different character. I was a little apprehensive when it — not because of the bad weather or the Ј7599 tag, but because I fell in with it!

My first reaction was how it feels due to the low centre of gravity, a shock after riding the Kawasaki. The Ducati is so easy to It has a slight shudder under but nothing like that on the Guzzi.

The 907 excels with its delivery. There are no powerbands to for, the power is there you need it. In fact it even me by surprise when overtaking a van along a greasy country

At relatively low revs I opened the gently to cruise past but the torque at the back wheel had It out and I had to ease off. I would to ride the Ducati to its full in good weather — greasy aren’t really its territory.

The criticism I’d have is the petrol cap doesn’t lock so be constantly worried about swiping it or sabotaging my pride and

If I had the money I wouldn’t hesitate out that Ј7599. a Maybe one ™

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

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