Motorcycle specifications Ducati916 1997 Sublime !

Simply sublime! The latest Ducati, the 916, can only be summed up in this way. Designed by Massimo Tamburini, this bubbling-blooded Italian is a jewel of rare purity. Taut lines, an aggressive look, surprising compactness and finesse... The front axle is truly impressive, with 320 mm Brembo discs enclosed in a beautifully crafted inverted fork. With 2 exhaust pipes under the seat and a swingarm holding a 3-spoke rim, the rear end is also a thing of beauty. This is not a motorcycle, but a diva. A motorcycle that will leave a lasting impression.

The dream is there, with all its potential, but will it be up to the task of taking over from the 888? We're about to find out, but first we want to discover more. It may not be polite, but we'd love to see what's hidden beneath its good looks.
Traditionally Ducati, the frame is a tubular trellis, but considerably stronger than that of the 888. The engine is attached at three points (instead of 2), and the swingarm is now anchored to both the crankcase and the frame, making the latter 110% stiffer. The killer detail: via an eccentric-mounted axle system, the steering can be adjusted to a column angle ranging from 23°5 to 24°5. Thanks to the enormous amount of work that has gone into the entire structure of the machine, the 916 is designed to be built, maintained, disassembled and reassembled in the shortest possible time. Everything is optimized on this superbike, from the highly aerodynamic fairing to the desmoquattro twin, gear selection, dry clutch, airbox, exhaust pipes... A lot of brainpower went into the 916.

And on the track, it pays off. A lot. Before you even start the engine, you're settled into a machine that's been cut just right for the track. With a very high rear end, a very slim tank that allows you to tuck your legs in, and a very close front position (make sure you're not too tall), you're almost in direct contact with the bike. This feeling increases tenfold when the twin kicks in. BBBRRROOUUUMMMmmmm! It's virile, cavernous, deep... it's a harbinger of brute behavior. As soon as you grab the clutch, you have no idea of the true face of the boiler. Thanks to the injection system, it's quite flexible, but you have to be careful with the high torque. Especially as the clutch lacks progressiveness. It's not easy to be smooth, even though the engine is capable of it. For the time being, it's all about making the powder talk. The twin-cylinder does just that, offering smoothness and plenty of power. It delivers even more watts at around 7,000 rpm, before revealing that optimum power is at around 9,000 rpm. Before that, it's all big torque that lets you grind through the bends; then, as you change gear when the tachometer needle hits 9, you get a vigorous push. The gearbox is excellent, allowing you to click through the gears without a second thought.
In terms of dynamic behavior, the Ducati is impressive. But it does require a manual. If you use half-handlebars and countersteering to turn, don't bother: you'll feel like you're moving a punctured cow. On the other hand, moving around on the machine is a revelation of agility. So much so, in fact, that all you have to do is move one leg slightly and it reacts. Using your wiggle and gaze, the 916 places itself wherever you want, with millimetre precision, and can squirt from one angle to another with surprising ease and vivacity. Stiff as a rock, and a front-runner when the going gets tough, the Bolognese has the knack of quickly instilling confidence in its driver. With her, communication is constant and control total. You can clearly feel what kind of terrain you're riding on. The imperfections, conditions and peculiarities of the road are constantly communicated to you by the 916. The feeling with the tarmac is very fine, allowing you to adapt instantly. After that, it's up to the driver.
Under braking or acceleration, the bike's attitude barely moves. Just keep your eyes riveted on the trajectory, stick out your knee and a bit of your butt, and the machine rushes into the bend almost on its own. Riveted on an invisible rail, it smoothes out the curve while the right hand prepares to put the throttle back on. All it takes is a hefty dose of torque and it's out of the virolo without restraint. Its balance and efficiency are top-notch. Brake control is more demanding. You really have to push the lever to get anything going. Then, with the right amount of pressure, the Brembo brakes kick in convincingly. The rear doesn't have these properties, so we'll just use it as a retarder or course corrector.

Machines as beautiful as these are very tempting to show to the public. Off the track, the beauty retains all its sublime qualities, but will make you pay for it. The driving position quickly invites wrist fatigue. Protection is close to symbolic. Comfort remains circuit-typical. Nothing to do with a pleasure ride, even if the scent of the track never evaporates, no matter what roads you take.

Ducati can be proud: the manufacturer is offering people a machine that's as beautiful as it is exhilarating to ride. An authentic racing machine that seems to have been born between the vibrators. With it, riding becomes an ecstasy.
We'll have to overlook the practical aspects, but is that really important on a race bike? Magnificent on the track, it's willing to venture out onto the open road if you're prepared to put up with it. A stop at a café terrace and you'll see the crowd of onlookers. Give it a little gas and you'll earn their respect.
We're not talking price, that would be indecent, especially for a bike whose destiny seems as fabulous as its looks and handling.

M.B - (photos internet D.R.)