Ducati Multistrada 1200
Ducati released the Multistrada 1000DS, the first-ever contemporary dual-sport, in 2003. Ducati's maiden proper push into the dual-sport category, with a title that equates to "many roads" in Italian, was a hit here. It wasn't until 2011 that the 1000DS' successor, the Multistrada 1200, came in and raised the bar a notch.
The new Multistrada altered the adventure riding category forever with a slew of clever rider aids, including traction control, wheelie regulation, ABS, and electronic suspension. The Ducati Multistrada 1200 can adapt to a wide range of road conditions, providing safety, fun, convenience, adaptability, and exceptional performance.
The motorcycle is equipped with cutting-edge technology. The Multistrada 1200's engine responds to the rider's preferences or riding conditions, making it unrivaled in terms of versatility. You can call the Multistrada a great all-around road motorcycle with advanced features like traction control and cruising modes or a high-performance sporting tourer.
The Multistrada 1200 was much more than just an ordinary adventure motorcycle. It received several upgrades in 2013, along with more advanced traction control and improved ABS. The 'S' edition also came with Ducati's semi-active 'Skyhook' suspensions.
Variable valve timing, or Desmodromic Variable Timing, as Ducati puts it, has been added to the ride, which the Italian company claims is a first for a production motorcycle. It entails separate regulation of the intake and emission camshafts, which is supposed to improve performance across the board.
The Multistrada is quicker than it appears - and it does appear to be fast. It only takes a few seconds to add another 40, 50, or 60 mph. It doesn't seem like you're traveling that quickly because the ride feels comfortable even at higher speeds.
Using the same one-handed 'pinch and slide' operation as the original Multistrada, the screen may be adjusted by 60mm. It's very simple to adjust on the go. For a person of average height, the display is above the chin line at its highest setting.
The throttle response varies depending on the riding mode. Each mode's pre-settings can be changed, as well as the involvement from ABS, wheelie, and stability control. You can also turn off the wheelie and traction controls. The Multistrada 1200 has come a very long way since 2003, hitting new boundaries for the legendary scarlet Italian company. It boasts power, agility, and style, as well as the ability to travel off-road.
Ducati Scrambler Icon
The Ducati Scrambler is a sporty motorcycle that combines classic styling with advanced technology. In 2019, the Scrambler group got a substantial update, with the addition of the Ducati Safety Pack to all variants. The 803cc air-cooled L-Twin engine in all Scramblers produces 73 horsepower and 49 lb-ft of torque.
There are six different Scrambler models available: Icon, Full Throttle, Classic, Flat Track Pro, Urban Enduro, and Sixty2. Ducati also prepared a large range of lifestyle items and retro gear to go with the Scrambler. The Scrambler is a real hipster's joy, and it has also gained the affections of the world's fashion elite thanks to its incredible look and feel.
The Ducati Icon is the most popular model in the Scrambler lineup. It is an entry-level model, though it's nonetheless well-equipped and one of the most adaptable. Although the Icon is small in stature, it has generous power. With a dry weight of 381 pounds and a claimed 73 horsepower from the 803cc L-twin engine, this motorcycle really delivers on the highway and has excellent roll-on velocity in every gear.
The Desmo 2 valve engine has been in the Ducati heritage for ten years in the Monster guise, but for 2019, they updated it with a redesigned camshaft that has 11 degrees of separation to make it even more agile.
This results in a power delivery that is exceedingly linear, dependable, and buttery smooth, with very little vibrations even at high speeds. As a result, it's fast but not jittery or difficult to manage. It still uses a cable-actuated throttle, which implies that there are no 'riding modes,' but it also gives a familiar, quick throttle response with great feel.
The engine produces peak horsepower at 8250 rpm and torque of 49 lb-ft at 5750 rpm. The Scrambler Icon is equipped with a 6-speed transmission and a unique hydraulic slipper clutch for 2019. The clutch pull is mild, and when combined with the flexible levers, it can help riders avoid hand cramps.
The Icon features non-adjustable upward Kayaba forks in the front and a Kayaba mono-shock with just pre-load control in the rear. Both ends have a 5.9-inch travel range, making them suited for moderate off-roading.
Ducati has now relaxed the suspension significantly to improve the ride on the road without sacrificing handling. The seat has also been updated for 2019. It's 0.3 inches higher than the previous year, at 31.4 inches, according to Ducati. For a more pleasant ride, it's also broader and flatter. On both the standard and low seats, the passenger seat is excellent, broad and comfy, and there are grab rails under it if you wish to bring a friend along.
This is without a doubt among the most popular motorcycles and for good reason. The Ducati SuperSport Twin was optimized to go faster than its Japanese counterparts.
The 860GT was the first version of the ride; however, it did not go down well with the public. It had an 860cc L-Twin engine that did not provide enough power to appeal to riders. Soon Ducati released 900SS or 90 SuperSport Twin, and it was hailed as a sportier version of its forerunner.
Ducati's 900 SuperSport Twin was the first motorcycle to include tower shaft gear driven valves, which would subsequently become quite popular. It had a double seat for a companion and lockable tool compartments, making it a bit of a novelty at that time. For the 1970s, it was the pinnacle of trendy riding. In addition, the 1970s were a common time for imported Ducati rides, which were relatively new to the US market. This model helped Ducati cement its position in the American market.
The 900SS is a stunning ride whose appearance has improved with age. It was a lightweight 187 kg dry, ergonomic, and fueled with twin Mikuni carbs. In mid-1998, the motorcycle's design underwent a complete transformation. The early 1990s 900SS had straight lines, but the mid-1998's version was curved and round.
The 904cc air-cooled engine is a true workhorse with plenty of spirit and dependability, and the motorcycle is equipped with a capable chassis. It's on the sportier side of the spectrum, so don't confuse it for a calm sports tourer. If you still want a little fire in your gut but don't want to deal with the hurting wrists that come with a genuine Ducati sport motorcycle, the 900SS is a good option for you.
One of the most impressive aspects of the SS900 is how simple it is to maintain. It's a pain to service many sport motorcycles because it necessitates removing the fairings. On the SS900, however, this is not the case! All the relays are accessible by simply elevating the seat or unlocking the relay box next to you. You may also access the air filter by lifting the tank, which takes around 30 seconds longer than elevating the seat.
The Ducati 999 took the lead in the market, with the media hailing it as the finest Twin ever built. It demonstrated its potential to win in races all over the world, with the sleek and unique design being one of the most appealing characteristics. With the Ducati 999, the goal was to create a sports motorcycle with a stunning look that also improved rider comfort, provided excellent performance, reduced complexity, and simplified maintenance.
Before the building began, the running equipment, electronic and mechanical components, structure, and aerodynamics were all set in place. The outstanding dual cylinder engine introduces sheer performance competence to every equipment option, reflecting the machines' sporting attitude. These characteristics were achieved while keeping environmental issues in mind. Each twin-cylinder engine complies with strict Euro2 requirements.
The Ducati 999 claimed the Maxi sports division for the renowned international Master-bike in its inaugural year and finished second altogether. Ducati's revised liquid-cooled 998cc V-twin with fuel injectors, six-speed gearbox, dry brake, and the necessary desmodromic valve system is wrapped inside the conventional trellis chassis.
The base model has an infinitely adjustable Sachs fork and Showa shock, whereas the S and R versions have Ohlins front and back suspension with a steering damper that can be adjusted. Brembo front calipers and master cylinder with 320mm front discs are radially installed to ensure that the ride comes to a stop quickly.
The handling is excellent, with good chassis input, and the suspension, while harsh for the street, performs admirably on tracks. Adjustable aesthetics, including fore-and-aft seat position modification and adjustable stock rear seats, are a prominent feature of the 999.
Riders are drawn to the Ducati 999 because of its attractive design. The visual appeal created by the red plastics, black tires, and metallic functional parts is only brief. Aside from the form, the ride appears to be more solidly constructed than its ancestors.
Driving a Ducati 999 is a raw, genuine sensation. The 999's v-twin, paired with a dry clutch and a raspy Termignoni exhaust, gives it a far more mechanical sensation than most of its smoother Japanese counterparts. The ride feels stiffer and more tuned than previous versions in the same generation.
Ducati Desmosedici RR - The Firebreather
When the Desmosedici RR was introduced, the motorcycling world came to a halt. It led the way for race reps and has a fascinating backstory around its worth. This ride is reasonably priced and offers good value for money.
It was built by GP6 MotoGP and originally had a displacement of 990cc before being reduced to 800cc. This was done to maintain its dependability. The V4 989cc engine in the Desmosedici RR featured a 42.56mm and 82mm bore, with a desmo drive train and double pulse firing order to help it out.
Ducati's motorcycles are known for their elegance and flair, but this one takes it to a whole new level. The Desmosedici RR has a power-to-weight ratio of 2.0:1 lb. per horsepower, with 197 horsepower and an approximate curb mass of 400 pounds.
A V4 engine powers the ride, and a push start button is available for ignition. Offset crankpins change the firing order to optimize the ride's traction when sliding through curves, which contributes to the distinctive engine sound. The Ducati is shifted into first gear by pressing the shift lever down with your foot, much like any other street motorcycle. With your right hand, punch in a few thousand revs, release the clutch, and the Desmosedici speeds away.
The motorcycle's Brembo braking matches its breath-taking acceleration from 0 to 60 mph in much less than 3 seconds. The four-piston front calipers provide such powerful braking that only one finger on the lever makes you wonder how simple it would be to tip the handlebars around.
The Desmosedici, like many current race bikes, utilizes the engine as a structural element; the turning spindle is mounted on a small steel trellis that is connected to the cylinder heads, and the aluminum rear swing arm is attached to the crankcases. Thanks to its fully adjustable front fork and back shock, the Desmosedici RR bends with exceptional precision.
Ducati 916 SBK
The 916 SBK version was far lighter and more potent than previous models, making it a top popular option for many motorcyclists. It had a speed that was matched by excellent maneuverability and a powerful engine! The ride was eye-catching and had an ageless elegance.
It cemented Ducati's reputation on the track, assuring fans that they would be treated to a spectacular spectacle at the races. The model outperformed its successors, with only a few rides surpassing it. The Ducati 916 was named "Ride of the Year" in almost all major motorcycle publications during its first year of production. Its distinctive and attractive styling went beyond the motorcycle industry, and it became a style icon, the newest thing to have in the entertainment industry.
When you look at the Ducati 916 SBK, it's hard to imagine it's been 25 years since the model was introduced and that motorcycles from the first full year of manufacture are now qualified for historic tags. The 916's meager 100bhp sounds a little weak in a universe of 170bhp adventure motorcycles. However, this isn't the case
Where other rides require artificial restraint and sophisticated management, the Ducati 916 SBK simply rides like the ideal analogue sport motorcycle. Even after all these decades of sport motorcycle evolution, this motorcycle still stands out. You'll never feel the pegs on the pavement, and the direct link between your right hand and the just precise quantity of traction given will never get old.
The proportions of the Ducati 916 SBK are flawless, the craftsmanship is exquisite, and the simple approach to making a motorbike is a lesson to every other motorcycle made after it in terms of aesthetics.
There are plenty of fantastic motorcycles that excel at either function or form, but few excel at both. Many enthusiasts still feel that the Ducati 916 was not just the best-looking super sports motorcycle of its era but also the best there ever has been.
Ducati 750 GT
The Ducati 750 GT was a motorcycle that Ducati produced between 1971 and 1974. In addition, 40 750GTs were produced in 1978. Over the course of its production, 4,133 units of the ride were produced. Although most origins are kept under wraps, the Ducati 750's exact evolution can still be traced. The bevel gear twin cylinders with a 90degree V configuration were introduced on the 20th of March 1970.
It was quickly dubbed the "L-twin." Fabio Taglioni drew the initial sketch of the huge pump, or pompone, which is widely considered to be his best-known and most famous engine. The 750 GT has lovely dimensions and a compact design, which motorcyclists admire. The 1970 750 GT's real standout feature was that it's the first of the Ducati V-twin range.
When Fabio Taglioni first designed the engine, he was aiming for the "essential sporting machine," but he ended up with much more. In addition to being a superb all-around motorcycle, this model is a classic and a collector's treasure.
The Ducati 750 GT was one of the few Ducatis of the period that was set up to go from the initial model going off the assembly line, with very few adjustments made during its existence. In truth, the Ducati 750 GT wasn't just a high-performance, stylish motorcycle, but it was also surprisingly reliable for an Italian ride.
The first 748cc air-cooled SOHC engine was examined and found to be so dependable that the motorcycle was placed into manufacturing by June 1971. The 750 GT's engine arrangement provided it with a low center of gravity and excellent stability. Taglioni had also elevated it by 15 degrees, resulting in excellent cooling and increased ground clearance for both cylinders.
It's an aural joy to sit astride the tightly padded seat and kick start the engine with a slow push to send the narrow Conti pipes snarling out their particularly melodic tone. Even better is taking off on what has been, after all, the smallest and weakest of the twins, only to realize that it is not only respectably quick, but has good torque, steady, full of personality, and, most importantly, a joy to handle.
Ducati's first Superbike had a strong frame and somewhat stiff suspension, which resulted in superb agility. The handling was unquestionably superior to that of other Japanese counterparts. Flat bars, chrome pipes and attachments, and exquisite painting were all used to give the vehicle the luxurious treatment that you'd expect from a Ducati.
It's a pleasure just to look around this impeccable bevel-drive twin, appreciating its fashionable orange-and-black paint job, period badges, and the paths of that big, air-cooled motor with its cooling fins pointing in all orientations, as well as its alluring, slightly curved alloy crankcases.
The 750 GT was a welcome addition to the Superbike scene, and the rapid succession of Ducati types that followed established Taglioni's revolutionary Desmo engine design as inventive and reliable. This motorcycle didn't need a rubber-biscuit engine insulator, steep vibration-damping overdrive gears, sponge-sprung bars, or Loctite to prevent nut and bolt from loosening. The twin was a prime example of form following utility, despite its unsightly appearance.
Ducati Hypermotard 1100
This Hypermotard 1100 was the last of the motorcycles authorized by Federico Minoli as Ducati's CEO. It's a fantastic ride, exactly like its forerunners. The motorcycle is compact and easy to ride through the city or on hilly roads at lower velocities. Consumers could choose the Hypermotard for its appearance, as it is a very attractive motorcycle. Not only that, but it's also a highly capable ride that delivers good performance.
The motorcycle is so straightforward that you can simply think “corner,” and it will steer and tilt into it. Despite the Hypermotard's extreme front-end design, it maintains rock-solid steadiness all the way to a high speed of 127 mph.
The new Marzocchi fork performs admirably on both basic and S variants. Enormous 50mm stanchions provide two advantages over the more common 43mm unit: first, increased rigidity, and secondly, more room for larger-capacity absorbers and coil springs with larger diameters. The wider stanchions generate more frictional loads, which are mitigated by meticulously perfect machining and the use of high-quality parts.
The Hypermotard is a solid 33 pounds lighter than its competitors, thanks to its simple air-cooled structure, which is apparent, especially at moderate speeds. Although the stock mirrors that extend out from the bar ends add length and offer nothing in the manner of rearward view, filtering in congestion is a breeze.
Although the air-cooled engine is limited, the two-valve per cylinder engine is powerful enough and has super-smooth charging. It's also fuel-efficient, which is fortunate given the tiny tank's capacity of only 12.4 liters. However, you ought to be able to go 100 miles between fill-ups, making it more convenient than a single-cylinder Supermoto and far more enjoyable than most bare motorcycles.
The rider position is oriented more for maneuverability on the racing track and through winding paths than for all-day solace, and the suspension is somewhat on the firm side for choppy backstreets. The 1100 engine's origins can be traced all the way back in Ducati's heritage, so it's been fully tried and tested, and it's typically a dependable unit if it's well maintained. The most common problems with the 1100 are visible or at the very least induced by road debris and a lack of cleanliness, so look for peeling paint on the casings and around the clutch slave cylinder, which could indicate a leak.
You must perform the standard Ducati inspections, which include verifying that the cam belts were replaced every two years and that the 'desmo service,' which is a valve clarity check, was completed on time at 7500 miles.
The Ducati 851 debuted in 1987, rapidly reviving the company's reputation and impressing motorcycle enthusiasts with its strong engine. The motorcycle became the best four-stroke model of its era after ongoing upgrades, embodying both the brand's aesthetics and its exceptional technical expertise at the same time. The 851S was marketed as an improvement, and it immediately became the most sought-after Ducati motorcycle on the market.
The first 851, which addressed the issues of fueling a huge twin without the use of massive carburetors, changed fuel injection from interesting technological curiosity to a competitive must-have. The level of dedication required to own and operate a Ducati 851 is normally reserved for serious, hardtail chopper motorcyclists who enjoy traveling and spannering.
Ducati established itself as a major power in the WBS with the revolutionary 851, and with the debut of the factory 851 Strada Desmoquattro, Ducati officially entered the contemporary era of motorcycles. The 851 had a maximum speed of 160 mph and was powered by an 851-cc liquid-cooled, 8-valve L-twin engine. The twin produced 102 horsepower at 8,250 rpm and 52 pound-feet of torque at 7,000 rpm. It had a six-speed transmission and a chain final gear, and it weighed 462 pounds wet.
All of this culminated in the 1987 launch of an incredible player of a machine that was on its way to becoming a competing Superbike. The initial 1987-88 Ducati 851 Strada Tricolore and the homologated SP variant for the WBS were not without faults, but the firm quickly addressed them. The steel trellis chassis, Marvic wheels, Brembo braking, and Marzocchi suspension were all used on the initial 851.
The engine was modified for the 1989 Ducati 851 SP version, with a higher compression ratio, redesigned camshafts, and brand-new exhaust mufflers. The Ducati 851 Strada had finally evolved into the touring motorcycle it was meant to be. The handling difficulties were resolved, and the engine was truly outstanding. It was and still is one of Italians' quickest roadsters.
The Ducati 1098, which was introduced in 2007, is perhaps Ducati's most achievement-oriented model to date, thanks to its extensive use of racing parts and remarkable weight savings that further boost the record-breaking effort.
The 43mm FG511 Ohlins front fork adjusts for all road imperfections, ensuring that the motorcycle's suspension meets the highest performance criteria. It boasts a high-quality TiN surface quality that helps you to fully experience what's going on between the road and the front tire, resulting in excellent riding ability.
Although it isn't the most popular Ducati on the racetrack, it is still one of the most powerful. This is due to the ride's reduced weight and the fact that every element was designed to maximize speed. The high rear section, small front-end cascading into twin under-seat suppressors, and single-sided swing arm are all eye-catching Ducati hallmarks. On the corner stand, the 1098s appears to be quite quick. With the new Testastretta Evoluzione engine at its core, it becomes an all-out performance monster.
The 1098 is the first commercial motorbike to use the incredible stopping power of Brembo Monobloc braking, as well as the first to include a data collecting system as a standard kit and the use of instrumentation like that seen on Moto GP motorcycles.
The motorcycle comes in three versions: the amazing 1098 and the 1098S, which is designed for people who need the highest level of performance with the greatest suspension, lightest wheels, and components. A distinctive Tricolore version in true Italian shades of red, white, and green is also available.
The Tricolore is an 'S' variant of the 1098 with gold-colored frame and wheels, as well as a full racing exhaust system with specialized ECU. The 1098 has the raw and straightforward character of a race motorcycle. The sitting position enables the rider to conform to the tank's sleek contours, and riders under 5'9" will find it much easier to ride and control.
Ducati could not have produced better driving dynamics than the Ohlin rear shock and forks. The raspy growl of the twin under-seat exhausts is matched with the Ducati's feel of the slipper clutch, delighting all feelings. Overall, the 1098 is a work of art with tremendous performance and originality that will not disappoint you.