The Ducati Indiana — Classic Italian Motorcycles — Motorcycle Classics

22 Фев 2015 | Author: | Комментарии к записи The Ducati Indiana — Classic Italian Motorcycles — Motorcycle Classics отключены
Ducati 650 Indiana

Related Content

Harley-Davidson Buell, will sell MV

Reeling from even than expected third-quarter showing an 84.1 percent in net i.

Found on eBay: 1978 900SS

It didn’t take us time wandering around on today to come up with one. Once we found t.

Progressive International Motorcycle in Indianapolis

Advanstar Communications announced that two of the industry’s powersports events, the P.

Erik gearing up new bikes — him at Daytona Bike Week on 11

Transmission:  5-speed

Weight: (wet)

MPG:  40-45

Price then:  $4,295

now:  $1,000-$3,000

If Claudio had known what Erik was up to in 1986 (and vice the outcome of this story have been quite While Buell was trying to a sportbike around a cruiser the Italian entrepreneur planned to into the American market a cruiser built around a engine. The latter experiment, though in the marketplace, produced a fascinating and motorcycle that could out-drag its competition while a dash in the glamour stakes its European flair.


In spite of the name on the gas tank, the Indiana was not, in fact, by Ducati, but by Cagiva. Founded in Italy, in 1950 by Giovanni the Cagiva (CAstiglioni-GIovanni-VArese) company its money in electronics; but in 1978 and the direction of Giovanni’s two sons, and Gianfranco, the company started motorcycles, buying the remains of the old factory from Harley-Davidson.

Why the Ducati engine? Most because it was there. By 1982, then-government-backed owners had lost in building motorcycles. The company’s models — the bevel-drive Ducati Ducati Mike Hailwood and Ducati Darmah — were because the engines were and time-consuming to build. It seems in retrospect, but the company planned to the plug on Ducati motorcycle completely.

At the same time, Ducati did agree to supply SOHC desmo Pantah to other bike makers, Cagiva.

The Pantah engine its origins to two earlier racing a 1970 Fabio Taglioni-designed SOHC 500cc GP race and a 4-valve (belt-drive) DOHC V-twin designed for Ducati by Amaroli under Taglioni’s Taglioni then blended engines into a proposal for a V-twin with belt-drive overhead cams and desmo operation.

Ducati management had decided to develop a 500cc twin, but the development was not going The story goes that the parallel twin was finally and management came to Taglioni for he simply smiled and produced the drawings for the Pantah engine his desk drawer. As a result, produced 500, 600 and 650cc in a range of specifications between and 1985.

Though their capacity 2-… bikes considerable sales success in the ambitious Castiglionis were to the huge U.S. market potential, and that meant 4-… bikes with cubes. A 1982 deal then-Ducati owners VM Group Cagiva with Ducati Pantah engines, which went into the Cagiva (blue wing) street and Elefant dual-sport.

This cozy arrangement even cozier in 1985 Cagiva acquired Ducati from the Italian government. The engine was part of the package, and planned to make good use of it.

To the 650 Ducati Indiana for 1986, paired a Pantah engine a pressed-steel backbone frame dual cradle loops of square section tubing, the right rail of which was for easier engine access. The was “re-tuned” for more mid-range — at the expense of all-out power — by smaller valves and milder and transmitted its power through a dry clutch and 5-speed wide-ratio

In the Indiana, the rear cylinder’s was reversed so that the 36mm CV carburetors were paired the cylinders, and breathed through a filter fitted into the frame backbone. In order to exhaust lengths reasonably the rear cylinder’s header over to the right, sweeping the clutch cover.

At the front of the were 40mm Marzocchi with a laid-back 33-degree while the rear hung on a of 5-way adjustable spring/shock Wheels (18-inch front and rear) were black cast alloy with edge accents, and carried front and rear discs, a floating 4-piston Brembo at the front and a 2-piston fixed rear.

Styling of the Ducati Indiana the emerging cruiser sensibilities of the and the look owed more to the aesthetic of Easy Rider’s America bike than to the 1959 Cadillac look of chromo-cruisers. It’s what Sr. would call “old Long fork, swept-back stepped “king and queen” sissy bar grab rail and rakish mufflers.

The svelte of the Ducati Pantah engine and (by standards) narrow tires the lithe look. Definitely Last Days of Disco Heavy Metal.

Period mentioned the Ducati Indiana’s riding position. With a height of 31 inches and peg-seat-bar that was neither full-on nor street-standard, testers concluded it was a that didn’t really The 5-way adjustable rear proved impossible to reset, and the front end transmitted every ripple to the rider’s hands.

The 60-inch wheelbase meant the was reluctant to turn and the flexible made it unstable in the twisties, as the legs had a tendency to bind. the Ducati Indiana proved to be rewarding and exasperating, according to magazine: “The 650 is a surprising filled with newness and irritation and delight bolted up by side. Days aboard the are spent seesawing between with this motorcycle and affection for it.”

Where the Indiana scored big was at the traffic drag strip. It had just at the rear wheel, but weighed 453 pounds. The Italian pretender streak to a standing quarter in the low leaving its Japanese and American in the dust.

Similarly, its sportbike brakes slow it from 60mph in 123

So did a sportbike company succeed in a cruiser? The Ducati Indiana no more outlandish than other misfit “custom” of the day, like the Yamaha and Honda Magna, and also the charisma of the Ducati name, its rarity makes it a perfect the Radar bike. And who knows might have transpired if Buell had known Claudio in 1986: an American Ducati,

V-twin rivals to the Ducati

1985-1987 Yamaha Virago

— 56hp @ 7,000rpm; 104mph

— Air-cooled 72-degree V-twin

— 5-speed

— Disc front/drum rear

— 496lb

— 39-48mpg

— $1,000-$2,000

Although a year before the Shadow, the Virago XV700 was, at initially, much closer to a standard and the engine rather conventional. Using a new air-cooled, V-twin with two valves per a 5-speed transmission and shaft the Yamaha Virago XV750 a monoshock rear end and less styling than the Shadow. It long, though, before the caught up, and by 1984 boasted a aggressively stepped seat and had its stacked on one side.

Like Yamaha’s response to the 1984 tariff was a capacity change 750cc to 699cc, achieved by the bore from 83mm to Almost everything in the engine the same except a bump in from 8.7 to 9:1 and gear ratio for more relaxed cruising, in a slight increase in horsepower and acceleration.

At the same time, Yamaha the Virago’s chassis to better its cruiser role. The monoshock was with a pair of conventional spring and damper units, and went from wire to cast alloy while the wheel size went 16 inches to 15 inches. A wider front wheel was hung on fork tubes with the increased from 29.5 to 32

Brake components were as well, the 750’s single replaced by dual discs the single-leading-shoe rear drum by 20mm.

Just like the Shadow, the import tariff Yamaha to build a better and the mid-Eighties XV700 is definitely looking out for.

1984-1987 Shadow VT700C

— 62hp @

— Liquid-cooled 694cc SOHC 45-degree V-twin

— Disc brake front/drum

— 507lb (dry)

— 45-55mpg

The prototypical Japanese V-twin the Honda Shadow first as the VT750 in 1982, and production to this day. Styling and may have changed over the but the basic story remains the 3-valve, liquid-cooled narrow-angle with 6-speed transmission and drive. The innovative engine got twin spark plugs, ignition, hydraulic lifters and a crankpin intended to defeat the narrow-angle V vibration.

From 1983 to 1985, the also featured a slipper to mitigate over-zealous downshifting by unused to riding big V-twins.

But really set the Honda Shadow was its styling: an updated interpretation of the custom/chopper chic. If you remember Harley-Davidson was only just from the doldrums of its AMF years, arguable as to who was setting the style at the time, though the Honda does echo some cues from the 1980 FXB Honda’s contribution was to wrap styling around a modern and chassis, setting a standard for the of the industry.

Stone-axe reliable and with styling that aged as bad as some, the Honda VT700C is a classic example of how to a better bike, and a reminder ultimately, tariffs don’t MC

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.