Motorcycle specifications Ducati851 1988 Ducati's weapon

it's spring 1988.
in a few days' time, a few hundred lucky people will be able to indulge in a dream. The Ducati factory is preparing to launch the civilian version of Lucchinelli's motorcycle. Yes, the 851 is about to hit the road. 300 standard models and 200 competition models will be produced this year. More than a motorcycle, it's a new era for the Bologna factory.

it's a daring gamble, but one that the manufacturer is willing to take. To counter the Japanese armada of 4-cylinder 750s, the Italian company has developed a high-tech twin. The ô highly symbolic and effective desmodromic timing system has been retained, but now it's desmoquattro. By this we mean a cylinder head with 4 valves per cylinder. This means there are twice as many rockers (8 per cylinder), but that's not the biggest effort. This twin, which produces over 100 bhp at the clutch (very strong for a twin), is fed by a set of double Weber injectors per cylinder, controlled by Magneti-Marelli electronics. Good luck tuning all that. The intake system has undergone extensive work. The 2 air intakes on either side of the headlight feed the airbox via large pipes connected to inverted intake ducts. Then it's over to the injectors. only 1 works at low and mid-range revs, then the second kicks in at high revs. Finally, cooling becomes liquid, ensuring greater thermal regularity and less mechanical noise. The soul of this Ducati is quite simply the most advanced and competitive twin currently available.
The competitive "Production" version is distinguished from the Strada by its meaner ACTs and a host of specific features: combustion chambers, compression ratio, timing diagrams, ignition, valves and injection settings are all different. Thus prepared, the two-cylinder produces 110 hp... at the rear wheel; it also gains 1,000 rpm or 10,000 rpm (the standard mill breaks down at 9,000).

a little jewel like this couldn't make do with a vulgar frame in the style of a simple split cradle. No, the 851's chassis is a pure-bred model. Its frame is typically Ducati: a thin, rigid tubular lattice of chromium/molybdenum steel, so tight to the engine that there's no room for a sheet of paper. On the bike, every available space is optimized. Don't expect to be able to convert the seat backrest to accommodate your better half. The battery and on-board electronics are hidden underneath. An exceptional motorcycle, a selfish motorcycle.
An impressive motorcycle that awakens the instinct as much as the senses. We admire it first and foremost, our eyes taking in its slender, evocative lines. There's no gimmickry or flashiness, just an eye for efficiency. A beautiful machine, only marred by ungrateful exhausts and a very "Italian" decor; you've got to love it. Beyond this make-up, enthusiasts will delight in the downwardly reinforced swingarm anchored directly to the engine housings, the Brembo double-piston brake calipers, the chassis finish, the minimalist instrumentation - rev counter, speedometer, water temperature, that's all. Sobriety and efficiency, the 851 is a charming sports bike.

and what a slim bike it is! Once you're on board, you'll be amazed at how narrow it is. The atmosphere is sporty, with legs tucked in and chest forward. Nothing exaggerated, as you naturally grab the half-handlebars placed close to the rider.
Getting started. We're about to discover the nature of the bike. Far from being violent, the twin winds up at low revs, then sends out a ladleful of torque at around 3,500 rpm. Even so, you have to wait until 6,000 rpm to see the herd of horses disembark, becoming even more nervous above 8,000 rpm. You've still got 1,000 rpm to enjoy it, after which you cut out.
Throttle wide open and pull the gears. Okay, it's pushing hard. Not spectacularly so, but enough to give you your fill of sensations. That's all well and good, but as you approach the 180° virolo, you might want to think about braking... No problem with the Brembos, which offer excellent feel and even better endurance. They're a little short on power for the track, but very well suited to road use. Throughout braking, the Ducat doesn't budge. Nor in the big curves or technical difficulties. The 851 makes perfect use of its rigidity and chassis efficiency. Too good! But watch out for optimism. A good curve swallowed a little too quickly, followed by braking as the bend closes... you're forced to grab the right lever to negotiate the bend properly and... the machine doesn't like it, and pummels your jaw. Here's the machine's main drawback: when you grab the brakes when the bike is on the corner, it communicates its disapproval by getting up. Staying on course becomes overly tough.
Once on the road, the Bolognese is a match for the 3/4-liter Japanese. Its agility, backed up by a superb mill, makes it a formidable performer on twisty country roads. To its credit, it also offers decent comfort and more than adequate protection. However, like any self-respecting sports car, it steers like a barge.

with its great potential, the Ducati 851 is more than just exciting. It's a jewel in the same league as the Honda RC 30. In fact, it's an exceptional machine, as its price confirms. Over 10 grand for the basic version. This toxic price condemns the 851 to this fate: it's a dream that, for many, will remain just that: a dream.

n.D.L.R: What was the fate of the 851? Quite simply, she was the mother of a prestigious dynasty. Its descendants, the 888, 916, 996, 998 and 999, won the majority (almost all) of the World Superbike Championship titles.

prices for the various versions :

- street version: 117,520 F (± 17,900 €)
- racing version: F178,880 (± €25,270)
- lucchinelli version: 254,000 F (± 38,720 €)

M.B
(internet photos)