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916 Strada 1994: Technical Specifications
ENGINE Max Power: 114 Hp @ 9000 rpm ( max speed 260 km/h)
Bore and Stroke: 94 x 66 mm Liquid cooled Displacement: 916 cc
Compression Ratio: 11:1 Timing System: DOCH, Desmodromic 4
valves per cylinder Inlet Valves: 33 mm Exhaust Valves: 29 mm
Weber-Marelli electronic injection, single injector per cylinder, 50mm
throttle body 12V - 350W electrical equipment with 12 Volt 16 Ah
battery Wet sump forced lubrication, 4 liters oil Wet, 15 plates,
hydraulic actuated clutch 6-speed gearbox CHASSIS
Tubolar Steel Trellis frame Front Fork: 43mm Showa GD 051
upside-down Rear Suspension: Mono Showa GD052-007-02 Front Brake:
Double floating Ø 320 with 4 pistons caliper Rear Brake: Single
floating Ø 200 mm Front Tyre: 120/70-17 Rear Tyre: 190/50-17
-- close
916 SPS 1994: Main differences from 916 Strada
1994
ENGINE
Inlet Valves: 34 mm
Exhaust Valves: 30 mm
Rev limitator: 11.500 rpm
8-plates clutch
Double injector per
cylinder
50mm throttle body
CHASSIS
Front Disks: cast
iron disks 5 mm thickness, light aluminium alloy hubs
Rear Suspension:
Ohlins
Airbox, front mudguard and other parts in carbon fiber
--
close
916 SPS 1997: Technical Specifications ENGINE
Max Power: 118.8 Hp @ 9500 rpm Max Torque: 90.8 Nm @ 6750 rpm
Bore and Stroke: 98 x 66 mm Displacement: 996 cc Compression
Ratio: 11.5: 1 Timing System: DOCH, Desmodromic 4 valves per
cylinder Inlet Valves: 36 mm Exhaust Valves: 30 mm Special
titanium alloy Pankl con-rods Weber-Marelli electronic injection, double
injector per cylinder, 50mm throttle body 12V - 350W electrical
equipment with 12 Volt 16 Ah battery Wet sump forced lubrication, 4
liters oil Wet, multiplates, hydraulic actuated clutch 6-speed
gearbox CHASSIS Tubolar Steel Trellis frame Front Fork:
43mm upside-down Ohlins Rear Suspension: Ohlins Front Brake: Double
floating Ø 320 with 4 pistons caliper Rear Brake: Single floating Ø
200 mm Front Tyre: 120/70-17 Rear Tyre: 190/50-17 -- close996R 2001: Technical Specifications ENGINE
Max Power: 136 Hp @ 10200 rpm Max Torque: 101 Nm @ 8000 rpm
Bore and Stroke: 100 x 63.5 mm Displacement: 998 cc
Compression Ratio: 11.4: 1 Timing System: DOCH, Desmodromic
4 valves per cylinder Inlet Valves: 40 mm Exhaust Valves: 33 mm
Special Pankl con-rods Weber-Marelli electronic injection, single
"shower" injector per cylinder, 54mm throttle body. New ECU M5.9 12V -
350W electrical equipment with 12 Volt 16 Ah battery Wet sump forced
lubrication, 4 liters oil Dry, multiplates, hydraulic actuated clutch
6-speed gearbox CHASSIS Tubolar Steel Trellis
frame Front Fork: 43mm TiN upside-down Ohlins Rear Suspension:
Ohlins Front Brake: Double floating Ø 320 with 4 pistons 4 pads
caliper Rear Brake: Single floating Ø 200 mm Front Tyre: 120/60-17
Rear Tyre: 190/50-17 -- chiudi
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| 916-998: THE DYNASTY OF SUPERBIKES |
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for everyone
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The
Ducati 916 was a true milestone in motorcycling history.
All current Ducati SBKs are direct descendants of this
historical motorbike: the three 998s, the three 748s and of
course all the competition bikes that have been essential in
the last few Superbike championships. |
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1993: the sixth year of the Superbike
championship.
Ducati's weapon was the legendary 888 and
the Japanese competition started to make itself felt.
Honda announced its new bike, the RC 45, for '94.
Engineer Bordi, at the time Ducati's Technical Director,
decided to postpone the presentation of the new Superbike, the
916.
We would have to wait until the following year to see
it.
This wise decision enabled the development of the new
bike to continue, taking it to full maturity.
Meanwhile
the Roche SBK Team with Fogarty and Falappa in the seat
continued to reap success on the track with the excellent 888.
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The
road version of that year's racebike was the 888 SP5 (118 HP
at 10,500 RPM for an acceleration of 0÷400 m in 10.6 seconds).
Autumn 1993, Milan Show
Ducati presented the 916
Strada prototype at last - a radically innovative motorcycle.
It was Ducati's first truly large-scale project.
The
space-age style, the narrow sides, the daring technical
solutions and a previously unseen attention to detail made it
a motorbike that was light years away from the 888, the very
bike it was derived from.
A thoroughbred track vehicle
with licence plate and mirrors... |
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It was
designed by Massimo Tamburini, creator of the Paso, who took
stylistic themes of the Supermono of the same year (from
Pierre Terblanche's drawing board) as inspiration for the new
bike.
The project took inspiration from the 888, every
possible weakness was improved and made state of the art:
weight distribution, wider chassis pipes, an amazing rear
single sided swing arm and an adjustable headstock angle to
name but a few changes.
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At the
Milan Show everyone was taken aback when faced with this
eighth wonder of the world.
The first 916 - the "Strada"
version was only available in a single seat version and
credited with 114 HP at 9,000 RPM, to cover 400m from
standstill in only 10.7 seconds. |
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Naturally a racing version was developed to compete
in the 1994 WSBK, the 916 SP: 955cc for 150 HP at 11,000.
Ohlins suspension, a new airbox, and 37 and 31 mm valves.
More than enough to win the world championship with
Fogarty, despite a few unexpected hiccups…
The 916 won all
the prizes that year, including "Motorbike of the Year".
Motorcyclist put it like this:
"The essence of the new
916 is a heady mix made up of a roar, looks, feel and the way
it transforms road riding into an almost magical experience…"
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1994
The following year the 916 became a
two-seater, replacing the 916 Strada and the racing
version went on sale as the 916 SP with double fuel
injector and carbon fibre body.
Fogarty won the World SBK
championship with the 916.
1995
Production
of the 916 Senna began, a special version to
commemorate the legendary champion who had died the year
before.
Ayrton was a Ducati fanatic and had been able to
admire the 916 during a visit to Borgo Panigale. |
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1997
The bore was increased to reach
98mm, for a total capacity of 996cc: this was the new
top version 916 SPS, type-tested sister of the queen of
the track in the SBK.
1999
The 916 was
completely replaced by the 996 range, that had the
two-seater (or "basic"), and the SPS. |
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2000
A year later the top model (ie the
one from which the SBK bike was directly derived) became the
996R, while the SPS remained as the "intermediate"
version.
September 2000, at the Munich Show the 2001
Ducati Superbike range was officially presented: 996 basic,
996S (also available in a two-seater version) and 996R. |
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The
996R was sold exclusively on-line, via the newly set-up
Ducati.com website.
It was an astounding success: on
September 12th, 2000, all 350 motorcycles were sold in less
than 8 hours. |
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2001
The 996R was equipped with the brand
new Testastretta engine, at last a real revolution in
power with new top ends, (increased bore, decreased stroke)
and a new base.
The winning weapon in the World Superbike
championship was revealed: Bayliss beat all his opponents and
Ducati retained the manufacturer's title as well.
2001
Milan Show: the Testastretta is fitted on the whole 916
range, which becomes the 998.
2002
The
'02 range is made up of the 998, 998S and
998R.
The basic 998 now has 123 HP, the 998S has
136 and the 998R no less than 139.
The streamlining has
been improved in terms of aerodynamics and materials, while
fully respecting the original 1994 design (still the same
after 9 years, it is by now a cult classic!).
The engines
"reason" using the brand new compact, light and powerful
Marelli 5.9 control unit and are fed by a single fuel injector
in a suspended, shower position, Formula 1 style.
The 998
(before leaving the assembly
line) has been enthusiastically received the sector press:
our engineers have succeeded in renewing a bike without
distorting it.
And now, nine years after its birth,
what does the future hold for the King of all Superbikes?
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| Stefano Bianucci
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To boldly go where no biker has
gone before: take the tech quiz!
Prizes: 4 VALVES
from the Testastretta engine that Marchetti used to win
italian 200 MILES ENDURANCE CUP! |
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