RE: Ducati 750 Paso

9 Фев 2015 | Author: | Комментарии к записи RE: Ducati 750 Paso отключены
Ducati 906 Paso

RE: Ducati 750 Paso

To .

. RE: Ducati 750 Paso

From . DiGiorgi

Date: Tue, 5 Nov 11:41:08 -0800


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Reply-to: Godfrey


Sorry, but you don’t have your correct on the Ducati Paso

I know it’s Italian, has a V-twin motor and the usual

character. However, it’s the least loved Ducati of all

I’ve no first-hand experience of but, from what read, they

are underpowered, by reliability problems (especially the

and I think they have handling, too, due to small wheel but I

may be wrong about the last

The Paso 750 was the brainchild of Massimo while still at Bimota ta in Bimota. ), stillborn there for of funding, which eventually into production when went to work at Ducati. It was as the bike that inspired the generation of motorcycles with enclosure bodywork (Honda CBR600, etc).

In direct the Paso 750 bested the legendary 900SS (1975-1985 vintage) in handled like a motorcycle of a freight train (it would turn on demand, not later the day. ;-), and was far more — capable of being all day by normal human beings Cycle, about March or 1987, for a two-bike heads up between them).

The legendary jetting difficulties had to do the fact that the electric pump specified for the Weber was changed due to cost reasons at the minute for a pump that not maintain the required fuel stably; the production bikes’ was prone to surging, over/under fuel delivery, which wet the Weber’s gaskets and cause its to suffer. Fitted with a fuel pump and fuel regulator, as many Paso 750 and 906 owners did, the Weber is an good carburetor and performs well. Ducati never this situation, even the 906 model, choosing instead to to EFI with the 907IE model as more marketable and a better solution.

The also-legendary electrical difficulties are 98% and devolve down to a single component, the solid-state, combined unit. Substitution of an Electrex or reliable rectifier/regulator solves issue permanently.

Ducati 906 Paso

The worst to deal with in Paso 750 906) ownership is the fact the entire chassis was tightly around 16 diameter wheels and both front and rear, and a model Pirelli radial at that. Those tires been out of production for a long already, only Michelin to make an older model in the correct sizing and then in small batches on a periodic due to very low demand.

Other have been use with of success, conversions to 17 wheels also been effected varied success as well. The 750 was a very tightly designed difficult to adapt in this Even the 907IE model, by Ducati with different head geometry, swing-arm suspension rates, etc, had compromises compared to the original feel and handling.

The chassis conceived for the Paso 750 and with minor modifications for the 906 and models was not the basis of any subsequent or developed models. The Paso 906 was the model released with the redesigned engine cases and targeted at the larger displacement and models, but they were not one of the other in any way. It just that the 906 model made its way to slightly ahead of the 851.

I think the 750 Paso is the last I would choose to own. a look

at reviews on the web. I may be and you may end up finding that owning

any is better than not owning one but I you may find that the

Paso all of the real and perceived horrors of ownership with

nearly of the benefits.

The Paso 750 is probably not the Ducati I would own either, but it one of the signal bikes in Ducati’s that affected both and the industry. It was a brilliant design, and forward looking, not like else’s ideas of a sport at that time.

The real and perceived horrors of ownership are mostly mythical, like Alfa Romeo although the common thread of marketed, poorly supported by and information remain much the


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