Fast Bikes Magazine February 2025 issue **20 PAGE FREE PREVIEW**

LIVING WITH A KAWASAKI ZX-6R…

FANCY OWNING ONE OF THESE? HERE’S WHAT YOU NEED TO KNOW…

PIKES PEAK – AMERICA’S LAST GREAT ROAD RACE

FE B ISS RUA UE RY 424 20 25

WHAT WE’VE LEARNED AFTER A YEAR IN THE SADDLE.

USED 2015 BMW S 1000 RR

FROM ITS ORIGINS TO ITS END, TOLD BY THE LAST GUY TO WIN IT.

DUCATI 916SPS

DUCATI 999R

WINNING AT TWINNING 1299 DUCATI EGGERA SUPERL

FUELLED BY PASSION AND PERFORMANCE, DUCATI’S CRAFTED SOME OF THE FINEST V-TWINS. WE RELIVE THEIR JOURNEY ON THREE OF THE MOST EXOTIC PRODUCTION BIKES EVER MADE.

ONE FOR THE ROAD? KTM 1390 SUPER DUKE R

HAVING HAD A GOOD THRASHING ON TRACK, IT’S TIME TO SEE HOW THIS STONKING SUPER NAKED CUTS IT ON THE STREETS. PLUS

HONDA’S NEW V3… THE ENGINE WE WEREN’T EXPECTING. BIMOTA KB998 – IS IT READY TO RULE WORLD SUPERBIKES? DUCATI’S TAKE ON TWINS, AND WHAT’S NEXT FOR THEM.

ISSUE 424

60

70

THE KNOWLEDGE TESTS

COLUMNISTS

Winning at twinning ....................... 16

Christian Iddon ...............................96

Arguably, Ducati has done more for V-twins than any other marque. We take a trip down memory lane to test three of its most special motorcycles over the last three decades.

Used Bike Guide..............................54

BMW’s S1000RR needs no introduction. But if you’re looking to buy one, a few pointers might not go amiss.

One for the road .............................60 Having hammered it on track, Big Mac wanted to see if the KTM 1390 Super Duke R was any cop on his local back lanes. See what he made of it.

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New year, new team. Iddon’s got some exciting news for you.

Steve Parrish...................................98 More madness and wisdom from the man they call Parrish.

FEATURES

Pikes Peak: America’s last great road race ......................................... 70 If you enjoy your road racing, you’ll love this piece on America’s historic road race.

Honda V3.........................................80 Honda isn’t shy of delivering exciting, innovative motors… but we didn’t see this coming.

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WELCOME

Ready to launch…

S

o, there we have it – 2025. Let me start by wishing each and every one of you a Happy New Year. It only seems like yesterday we were stressing about millennium bugs and such tripe, whereas a quarter of a century on, we have bigger concerns… such as whether two-strokes will ever make a comeback and how you can convince your better half that you need to buy that bike and take that two-wheeled trip with your mates.

If there’s one thing I’ve learned so far in life, it’s that you have to roll the dice and make things happen, so whatever you’re plotting, I hope it comes off. And, as ever, whatever you get up to, make sure to drop us a line and share your exploits with us. The way I see it is the

LIVING WITH A KAWASAKI ZX-6R…

New Year is a little like a blank cheque, and it’s on you to spend it wisely.

I’ve got a load of shenanigans planned for the year ahead, and if only half of them come off I’ll be a very lucky man.

For me, now is perhaps the most exciting time of all, because it’s when the invites start arriving to head off somewhere and try out the latest offerings.

Good old 2024 signed off with an impressive array of new models being launched, of which you’ll find plenty again in this issue’s news section. Chances are the next few months are going be on the limiter, riding anything and everything, all over the place… And I can’t wait. well as many predicted models, As there’s been a fair share of

unexpected deliveries announced, such as Suzuki’s new DR-Z family and MV’s F3 Competizione – that thing looks absolutely stunning. CF Moto’s announcement of a supersport 675 is another thing I didn’t see coming, but it’s very welcome all the same. Is this the year that we see more manufactures going back to sports bikes? I hope so, but I also appreciate the reasons why different brands have taken the paths they have. It’s a juggling act and they’ve got to make the best steps they can to fulfill the desires of people such as fulfi yourself. The question is, who’s nailed the brief the best? I guess we’ll soon know.

Enjoy the mag,

USED 2015 BMW S 1000 RR

WHAT WE’VE LEARNED AFTER A YEAR IN THE SADDLE.

FANCY OWNING ONE OF THESE? HERE’S WHAT YOU NEED TO KNOW…

FE BR ISSU UA E 42RY 20 4 25

PIKES PEAK – AMERICA’S LAST GREAT ROAD RACE

FROM ITS ORIGINS TO ITS END, TOLD BY THE LAST GUY TO WIN IT.

nd epic wheelie puller DUCATI 916SPS

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WINNING AT TWINNING 1299 DUCATI EGGERA SUPERL

HAVING HAD A GOOD THRASHING ON TRACK, IT’S TIME TO SEE HOW THIS STONKING SUPER NAKED CUTS IT ON THE STREETS. PLUS

HONDA’S NEW V3… THE ENGINE WE WEREN’T EXPECTING. BIMOTA KB998 – IS IT READY TO RULE WORLD SUPERBIKES? DUCATI’S TAKE ON TWINS, AND WHAT’S NEXT FOR THEM.

No. 424 February 2025

ONE FOR THE ROAD? KTM 1390 SUPER DUKE R

£5.25

FUELLED BY PASSION AND PERFORMANCE, DUCATI’S CRAFTED SOME OF THE FINEST V-TWINS. WE RELIVE THEIR JOURNEY ON THREE OF THE MOST EXOTIC PRODUCTION BIKES EVER MADE.

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G IN M O C P EE K T S JU EY TH D N A The hustle never ends in the ‘new bikes’ world. Here’s our pick of the 2025 machines that have come about since the last issue of Fast Bikes. There’s plenty to get your teeth into…

SUZUKI DR-Z4S/M There were plenty of famous guests wandering around the Birmingham NEC at Motorcycle Live last month, and we half-expected to see Marty McFly and Doc Brown on the Suzuki stand – because it was back to the future for the Japanese brand, which unveiled the new DR-Z4S and SM at the show. The neat, lightweight supermoto and dirt bike are a 2025 take on one of the great little Suzukis from 20 years ago, the DR-Z400S and SM. The original DR-Z was a high-performance machine for its day, but the 40bhp 398cc DOHC motor was fed by an old-school carburettor, and it didn’t survive tightening Euro emissions rules, going off sale in the UK and the EU in 2007 without any replacement (though it remained on sale in other global markets). Fast-forward a couple of decades and the market is going crazy for small-bore, well-priced, lightweight bikes, and Suzuki’s brought back a reengineered DR-Z for a whole new generation.

Suzuki says the engine is all-new – but it’s extremely similar to the original DOHC four-valve lump, with the same bore and five-speed stroke, crankcase layout and five-speed gearbox (the public’s demand for a six-speed box has gone unheeded, sadly). The overhaul needed to meet Euro 5+ emissions regs has been comprehensive, though. As well as the obligatory ride-by-wire fuel injection

10 FEBRUARY 2025 WWW.FASTBIKESMAG.COM

with 42mm throttle body, O2 sensors and emissions gubbins all-round, there’s a new piston, redesigned cylinder head with flatter combustion chamber and new titanium intake/ sodium-cooled steel exhaust valves.

Cams are altered, there’s a new dual-plug ignition set-up, and both the airbox and exhaust system are all-new. Peak power is 37bhp – not bad, but a whole three ponies less than you got 20 years ago. Progress!

The DR-Z chassis follows a similar path, which is to say the same basic set-up as before, but with a modernised take. There’s a steel tube frame with KYB USD front forks and rear monoshock, and wire-spoked wheels. Here’s the big difference between the S dirtbike and SM supermoto: the S has a 21in front and 18in rear wheel, with IRC dirt rubber, while the SM gets 17in rims both ends, and grippy Dunlop Sportmax Q5A road tyres in 120/70 17 fitments. and 140/70 17 fitments.

Back in 2005, the only electronics on a DR-Z was a tiny calculator-spec LCD display: now you get loads more, including probably superfluous traction control, switchable ABS and rider power modes, together with LED lighting and a much bigger (but still retro monochrome) LCD dash.

No word on price as we went to press but expect a decent tag when they arrive in the summer.

Keep an eye on our online channels – Facebook, Twitter, and the Fast Bikes website (www.fastbikesmag.com) – for news as it happens.

2025 APRILIA TUONO 457, PLUS RSV4 AND TUONO V4 UPDATES Aprilia had a heap of updates and new kit at the Milan show, with the neat little Tuono 457 catching the eye. As with the RS457 sportsbike, the mini-Tuono has kept things premium, with the only aluminium frame in its class, together with preload-adjustable suspension: 41mm USD front forks and a rear monoshock. ByBre disc brakes at both ends look after stopping, and the neat chassis setup gives a light 159kg dry mass.

The engine is the same parallel-twin DOHC liquid-cooled unit as on the RS457, with an A2-licence-friendly 48bhp peak power. Aprilia’s given the ride-by-wire powertrain a full set of electronic rider aids – again, unique in the class. The little supernaked comes with a proper five-inch TFT colour LCD dash and backlit switchgear, to control the traction control, rider power modes, switchable rear ABS and optional up/down quickshifter.

Away from the A2-class, the insane RSV4 1100 superbike and Tuono V4 1100 supernaked both get a slew of upgrades for 2025.

The superbike now boasts a heady 217bhp from the 1,099cc Euro 5+ compliant engine, and the Tuono isn’t far behind with 178bhp from the same capacity. The electronics are upgraded on both bikes, with the latest riding aids, and there are new Brembo Hypure brake calipers on the RSV4.

Best of all, the firm’s producing new posh Factory variants of both bikes for 2025: forged rims, semi-active Öhlins suspension, cornering headlights, and loads more. We’ll be riding both bikes as soon as we can – much more on these flash weapons, then…

MV AGUSTA F3 COMPETIZIONE

Its parent firm Pierer might be suffering financial woes, but MV Agusta keeps turning up to bike shows with outstanding machinery. This F3 Competizione is a solid upgrade to the firm’s 800 supersports weapon, with radical aerodynamic bodywork, and an even more radical weight-loss programme all over. The engineers have cut wet weight to just 185kg with the supplied titanium race Akrapovic exhaust fitted. With that pipe in place, it also makes 160bhp@13,500rpm, giving a

very tasty power-to-weight ratio of 0.9bhp/kg.

The big changes over the RR version are on the chassis front: the Competizione has full Öhlins suspension at both ends of the steel tubular trellis frame. The front fork is a fully adjustable NIX30 USD unit with 43mm TiN-coated stanchions. Out back is an Öhlins TTX 36 shock absorber, also fully adjustable, and operated through the gorgeous single-sided swingarm.

The Competizione also has trick new carbon wheels, specifically developed for the bike and which cut unsprung mass by a massive 3kg over aluminium rims. Agusta says the mods “sharpen up the bike’s handling and agility, especially in quick direction changes, while also adding a touch of aesthetic prestige with their matte- finished exposed carbon.” The trick chassis is rounded off by a new braking system, with 320mm discs and Brembo Stylema monobloc radial-mount calipers.

No price as yet on the F3 Competizione – but expect it to be pretty stiff.

FEBRUARY 2025 WWW.FASTBIKESMAG.COM 11

PLANE T FAST BIKES – NEW METAL

, NEWS & REVIEW S

DUCATI PANIGALE AND SF V2 Last issue we got our first first sight of the new Ducati V2 engine – an 890cc DOHC non-desmo 90-degree V-twin, making 115 or 120bhp, but with a new lighter construction, tipping the proverbial scales at 54.5kg. We pondered whether such a unit would be phat enough (he means powerful enough – plain English Ed) for a Panigale or Streetfi ghter, both of which had nearer 160bhp Streetfighter, in their previous confi gurations. ‘Ducati may configurations. have to do something else,’ we opined in our frank ignorance. How they must have chuckled in Borgo Panigale when they opened their PocketMags app last month.

Anyway. Since then, we’ve seen these, the two new Ducati V-twin performance bikes: the Panigale sportsbike and Streetfi ghter Streetfighter supernaked. Both come with the new engine, both hence chalk up some neat weight losses, but both also come with the fairly hefty power downgrade inherent in the new engine. The old Superquadro unit had more than 35bhp more, and even with weight drops of about 15kg, that’s a lotta ponies to lose.

We’ll come back to that in a moment. In the meantime, the rest of the new Panigale and Streetfighter updates are pretty tempting.

Both bikes are broadly similar, with the same new main frame and double-sided swingarm, similar to the one on the new Panigale V4 (the Streetfighter V2 arm is 30mm longer than the Panigale’s, presumably for more stability to suit the upright riding position). A conventional swingarm like this will always be lighter than a single-sider, all other things being equal, and Ducati also says the new unit is tuned in terms of stiffness to give better stability and feel, while also making the most of modern slick rubber. The rest

of the chassis package is impressive, though a level below the full-on V4 superbike kit – Brembo M50 calipers instead of Hypures, and mechanical Öhlins kit on the V2 S instead of semi-active electronic gizmos. The electronics package is also beyond reproach: the latest in terms of IMUassisted software, including sports ABS cornering with slide-by-brake, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control and the new Ducati Quick Shift 2.0, as seen on the new Panigale V4. The S versions are also equipped with Ducati Power Launch and Pit Limiter as standard. You get four riding modes (race, sport, road, wet), and the dashboard is a new 5in TFT with a fresh user interface derived from the new Panigale V4. Updated bodywork completes the picture.

But what exactly is that picture? We’re starting to get a vision of a return to ‘proper’ supersports roots for this type of bike. Less focus on power, and more thinking about weight and the overall riding package – like the original Ducati 748, which was down on power compared with the 916 (and also no lighter), but offered something flaws in different in terms of feel and experience. You can see the flaws simply aiming for more and more power and capacity with a ‘middleweight’ machine: perhaps a reset is exactly what was needed. We’ll be riding both new Ducati V2 machines soon, and we’ll find out then if Bologna has managed to do just that. find • Both bikes will be on sale for February, priced at £13,990 for the Streetfighter V2 or £15,990 for the V2 S, and £14,995 for the Streetfighter Panigale V2 or £16,995 for the V2 S version.

HONDA UPDATES FOR THE 750 TWINS It’s fair to say that both of Honda’s latest 750 twins – the XL750 Transalp and CB750 Hornet – weren’t crying out for any updates. Launched less than two years ago, the naked roadster and upper-middleweight adventure machines have wowed customers with the solid performance, high-spec list and premium finish, at a great price. But the big H has been tweaking them anyway, with Euro 5+ compliance round the corner, and some slick updates to the chassis and equipment levels. The Transalp has a new fairing with dual LED headlights, a revised air intake and improved aerodynamics, together with a new 5in LCD TFT colour dashboard, with suitable switchgear and updated phone connectivity (this dash has been rolled out across much of the Honda range this year).

Meanwhile, the Hornet has had a similar update to the lighting, with a new dual LED headlamp and the new 5in colour dashboard, and the engineers have also tweaked the suspension, dialling in new damping settings on the Showa 41mm SFF-BP USD forks and Pro-link seven-stage preload-adjustable rear shock.

The sweet 755cc parallel-twin engine makes the same 91bhp peak power in both bikes for 2025, and the CB750 Hornet weighs in at 192kg with the Transalp tipping the scales at 210kg.

Prices for both models are TBC; expect them in the shops early in 2025…

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Keep an eye on our online channels – Facebook, Twitter, and the Fast Bikes website (www.fastbikesmag.com) – for news as it happens.

BMW F450 GS CONCEPT AND F900 TWIN UPDATES BMW’s ‘F’ range has sometimes been overlooked in the past, which is a shame. The Bavarian bike-mongers were ploughing a lonely furrow in the parallel-twin world nearly 20 years ago with the original F800 models, and now everyone’s in on (arguably) the dullest of the two-cylinder layouts. They must be fuming. But not too much, since BMW unveiled a trio of new F-models at the Milan and NEC shows. First up is what it calls a ‘concept’ (these generally end up as production machines) F450 GS, which is a small-capacity twin-cylinder adventure machine, a step up from the truly entry-level G310 single, but a level down from the likes of the F700/750/800 models of yore. It’s the famed A2-compliant machine we all know and hate so much these days, with the associated 47bhp peak power output (though we’re still hoping BMW will make two versions, one with more ponies). The release also mentions an A2-licence lower weight limit, which suggests 175kg dry, which is encouraging enough on an off-road beastie.

The engine is an all-new jobbie, designed by Munich from scratch rather than a rejigged version of something else, which is encouraging. BMW says it’s extra-compact and light (not that you’d expect it to say

anything else…) and uses magnesium and other lightweight solutions. The chassis looks fairly standard for BMW’s GS machinery, with a steel trellis main frame, aluminium swingarm and bolt-on subframe. Long-travel conventional suspension, wire-spoked wheels and a Brembo brake at each end rounds off what we can see of the design. There’s little in the way of solid detail from BMW at the moment – but going on past form, we’d expect a full release in the new year, and bikes in showrooms late summer 2025, all being well.

• What we do have full facts on is the new F900 range, with a new XR road-based adventure tourer and R naked roadster hitting the showrooms next year.

Both get a new fully adjustable 43mm USD front fork replacing the old unadjustable unit, and they also get lighter wheels, saving a claimed 1.8kg over the old parts. Other mods, including an 800g lighter battery, means a total weight saving of 3kg – not bad. The 895cc 270-degree engine has the same peak power output of 105bhp but is now Euro 5+ compliant, and there are detail upgrades to the electronics, riding position and equipment levels.

FEBRUARY 2025 WWW.FASTBIKESMAG.COM 13

PLANE T FAST BIKES – NEW METAL

, NEWS & REVIEW S

ROYAL ENFIELD BEAR 650 Named after the Big Bear run desert race Royal Enfield won back in 1960 with 16-year-old racer Eddie Mulder, the Bear 650 is a soft-ish street scrambler based on the Interceptor 650. The Bear uses the same air-cooled 47bhp 650 twin as the firm’s other classically-styled upper-middleweight machines, but with a scrambler restyle, slightly different frame, longer-travel suspension and 19in front wheel.

Our man Dowds rode the Bear 650 on the riding launch in California, and it worked well, in the vein of Enfield’s other

CFMOTO V4 ENGINE

14 FEBRUARY 2025 WWW.FASTBIKESMAG.COM

modern bikes. The styling is sharp, build quality impressive, and on the back roads around Palm Springs, it was easy to get on with. The engine is a bit underpowered for the mass (214kg) and the front forks quite firm over potholes and catseyes, while the brakes could do with another disc up front. The off-road performance is largely nominal, thanks to that mass and the road-biased tyres, but some gentle, dry green lanes would be fun for sure.

The best part of the Bear, after the styling and finish, is the price: about £6750 for a brand-new, stylish retro scrambler. Pick one up on finance, park it next to the S1000 RR, and use it for sunny backroad bimbles… you’ll have a ball.

Here’s one from the left field.

The Chinese budget bike maker released imagery of an all-new V-four superbike-spec engine at the Milan Show – and just about no facts about it. Dubbed the V.04, it’s a 999cc 90-degree V-4, making about 210bhp, and will, according to the firm, be ‘competition ready,’ which we assume means a WSBK effort at some stage (internet rumours that it has something to do with the KTM MotoGP engine are way off the mark). The firm also showed a concept model of a radical superbike, dubbed the Master of Speed, cornily

enough. There’s little that looks real about the bike model, but the intent is clear: expect to see this motor in a futuristic but (hopefully) very well-priced superbike in a couple of years’ time!

FLYING FLEA

One thing you can’t accuse Royal Enfield of is under-selling its heritage (and rightly so). The firm’s British ancestor firm built small folding 125cc RE model motorbikes for Allied paratroopers in the Second World War, nicknamed the Flying Flea. They were dropped

into battle alongside the soldiers, giving quick, easy field transport and communications in the hours and days before proper reinforcements arrived.

And now Enfield’s reused the name for a new electric sub-brand. The firm showed off its

first prototype electric urban mobility machine, the Flying Flea C6 roadster and S6 scrambler.

Both bikes have a striking design, with belt drive, girder front end and minimalist styling.

There are no more tech details but expect to see them in production form for early 2026.

KTM STATEMENT As we went to press, some very sad news was coming out of Austria. The KTM firm announced that it was entering a form of administration, in an attempt to restructure the business and resolve its woeful financial situation. The company has been struggling over the past year, with poor performance from the bicycle division it expanded post-Covid, and the downturn in the bike trade in 2024 didn’t help. The share price of the parent firm, Pierer Mobility, plummeted through the autumn, and now the company,

which also owns MV Agusta, GASGAS and Husqvarna, is fighting for its future.

The UK arm of KTM has issued a statement aimed at reassuring customers, though.

Released just after the Motorcycle Live show, the statement said customers don’t need to worry, and there will be no consequences for them: “Nothing will change for our customers.

Of course, we guarantee that we will continue to deliver motorcycles, spare parts and accessories under the usual conditions. There will be no irregularities – neither in the flow of

goods nor in customer service. KTM is undergoing a restructuring phase over the next 90 days to align the company with global demand. Until then, customers will not notice this pit stop for the future.

“KTM is also well prepared for the upcoming road season thanks to new models such as the KTM 125 SMC R, KTM 390 SMC R and the KTM 125 Enduro R, KTM 390 Enduro R, as well as the KTM 390 Adventure and Adventure R. These models will be delivered in the first quarter of 2025.”

FEBRUARY 2025 WWW.FASTBIKESMAG.COM 15

TEST

WORDS: DANGEROUS

PICS: JAMIE MORRIS

WINNING AT TWINNING Blurring passion with performance, Ducati’s changed the world one V-twin at a time.

We check out three of the finest to ever reach the showroom.

16 FEBRUARY 2025 WWW.FASTBIKESMAG.COM

WINNING AT TWINNING

I

f you want to start a good argument, ask a bunch of bikers what the best type of engine is. If you want to take that scrap to the next level, put the same question out there to the manufacturers.

Wrongly or rightly, most marques have strong affiliations with certain configurations that are proven as their go-to options for decade upon decade in some instances. Truth be told, that consistency often leads to good results, fuelled by passion, continuous engineering development and… the absolute stubbornness to not give in and admit that someone else had a better idea.

But before we go in with both feet on brands for changing their minds and turning their backs on engines that’ve made them who they are, it’s only right to acknowledge that everything has its time and place; 30 years ago people thought it was a good idea to walk about town with ghetto blasters, sporting shell suits and with hairstyles that surely had to be a bet.

Of course, Johnny Mac’s kept his going,

and he’s not afraid of breaking the shell suit out on special occasions, but who are we to judge?

In the same vein, 30 years back, most manufacturers had at least one V-twin in their range, while Ducati sported a whole line-up of such reprobates, with the most iconic of all being the game-changing 916 that set the world alight on and off the race track. Love it or loathe it, it’s fair to say without that single model, the Italian marque wouldn’t have clocked a fraction of the success it’s achieved since. But as much as it feels fitting to solely heap praise on that performance-fuelled protagonist, it would be utter madness to ignore the many more V-twin-powered models that have come from the boffins in Bologna, least of all the most special of special versions to leave the factory. Like all brands that set their sights on the top step of the podium, Ducati is no stranger to pumping out lap-time-loving specials, littered with random-sounding acronyms, smatterings of trick bits, and more

precious metals than you’d find in a royal vault. When it comes to winning, there can be no room for compromise, and no brand hammers that message home harder than Ducati, both past and present. You get the point: the Italian marque likes to push the envelope, and it should be argued that over tens of years, it has done more for the humble V-twin than any other manufacturer. The question is, of the many, many examples that have come our way, which models have hit home the hardest? Which are most deserving of the limelight? What makes one special bike more special than its brethren? Over a few beers, several tales, and a few arguments for good measure, Johnny and I settled on a trio quite like no other, kicking things off with the 916SPS, then bringing in the two-time world championship-winning 999R into the mix, before settling on the biggest, fastest and most exotic twin to leave the production line – the almighty 1299 Superleggera. A tasty enough selection? Well, we thought so.

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TEST

Ducati 916SPS:

WHAT MAKES IT

SPECIAL?

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WINNING AT TWINNING

Do bikes get anymore iconic than this?

T

echnically, the SPS is actually the second of Ducati’s homologation-special road bikes; however, few either remember or have seen its predecessor. The 916SP arrived in 1995 (a year after the 916 Strada road bike) and was made in 1995 and 1996. A genuine 916cc, the 916SP has the usual SP goodies (more on these later) but lacks the SPS’s numbered plaque on its top yoke, which is the reason few realise it exists – unless you are a real geek, it looks much like a tarted-up 916 Strada! Now, onto the SPS, of which less than 1400 were made.

The SPS features a 996cc engine (the road bikes were 916cc) thanks to a 4mm bigger bore (like the race bikes), and within the engine the pistons are lightweight, the H-section con rods built from titanium by Pankl, the cams more aggressively profiled, valves bigger, and the crank lightened and specially balanced. The gearbox also has lower ratios than the 916

Strada runs, which are actually taken from the 748. Where the 916 made a claimed 100bhp, the SPS makes 123bhp, and it also runs twin injectors per cylinder, whereas the Strada only has single items and arrived with both road-legal cans and race-only Termignoni carbon end pipes. Chassis-wise, the SPS features fully adjustable Showa forks with an Öhlins shock and Brembo brakes with cast-iron fully-floating discs (which rattle). While the SPS’s fairing is made from plastic, the V-piece is carbon and so is the undertray and front mudguard, and some bikes also had carbon chain guards and occasionally a carbon airbox – depending on if Ducati had any kicking around when it was built! The SPS was updated in its second model year, but the differences are minimal with the con rods’ design upgraded, rocker arms tweaked, and logos changed on the fairing and tank for some markets.

TECH DATA

Ducati 916SPS (1996-1998) INFO:

Price:

£16,000-£22,000

ENGINE:

Type: Bore x stroke: Compression: Fuelling: Tested power: Tested torque:

996cc, liquid-cooled, 8v, desmo V-twin 98mm x 66mm 11:1 Electronic fuel injection 123bhp @ 10,500rpm 99Nm @ 7000rpm

CHASSIS

Frame: F suspension: R suspension: Front brakes: Rear brake:

Steel trellis Showa 43mm inverted forks, fully-adjustable Öhlins monoshock, fully-adjustable 2 x four-piston Brembo calipers, 320mm discs Two-piston caliper, 220mm disc

DIMENSIONS:

Wheelbase: Seat Height: Wet weight: Fuel capacity:

1410mm 790mm 190kg 17 litres

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DUCATI 916SPS

DUCATI 916SPS:

RATED T

here are some things in life that need zero introduction, such as the Great Wall of China, Big Ben and, chief of them all, Ducati’s 916. It has done for motorcycling what the Pyramids did for Egypt, creating a cult-like following for those who love two wheels and an education for those who don’t. From movie scenes to racetracks, it is a motorcycle that has done it all – while dutifully delivering exotica on a level many of its peers could only dream of. In essence, the 916 is special, but as is often the case in life, there are different levels of special out there. Ducati’s 916SPS is not a motorcycle you will see every day. In fact, chances are you’ve never seen one in the flesh before, mainly because so few were wheeled off the production lines some 30 years ago, and a number of those that did ended up obliterated in a gravel trap. It’s a hen’s tooth of a motorcycle, albeit with much more desirable vibes… and probably more costly, too. If you were on the hunt for one of these, you’d look to spend upwards of £16,000, which is far more than I’ve got kicking around down the back of the sofa. For that sum you’re not only buying a slice of history, but also a feat of engineering. When we talk about homologation specials, we are basically describing bikes that are designed and built to sport a numberplate but ultimately give a manufacturer an edge on a racetrack. Making 23bhp more than the standard 916 and weighing a good chunk less, this track-inclined reprobate was born with intent to give Ducati’s riders the edge they needed to lift titles. I’ve already gone over the parts that gave this bike said edge, so I won’t waste your time listing them again, but hopefully you’ve got the point – this is a racer for the roads. So, does that mean it’s no good for the streets?

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Well, there was only one way to find out and I didn’t exactly hang about in volunteering my services. I have a lot of love for the whole 916/996/998 era of Ducati V-twins, which arguably owe a chunk of their architecture and success to the 851 and 888 that came before them. It must be pointed out that Ducati was/is the master of fine-tuning and developing platforms, often only changing things drastically if and when needed. The point being that as different as this bike might appear on paper, it still felt very much a 916 Strada when it came to trying it out for size. The seat felt tall, the bars nice and low, and the tank was minuscule in width. In fact, the whole bike is super narrow and it’s only when you park one up next to a conventional inline-four that you realise the advantage this package offers against the likes of the shed-sized ZX-7R, for instance.

In terms of aerodynamics, Ducati really nailed the brief, but it also got it so right in many other areas too. Firing the SPS into life, with the fitted Termi cans slung iconically under the rear seat, is an experience in its own right. The rumble and grumble this thing makes is sensational and only adds to the excitement before you let slip with the clutch and trundle off down the road. And when I say trundle, I mean it. There are moments in time where I have to hit the pause button and put things into context, which is exactly the case here when talking about the Ducati’s performance. For a machine of its era, it was cutting-edge and pumping out some serious horsepower… but by comparison to anything of today’s standards, the energy from the V-twin felt a little asthmatic the first time I wound the throttle back in anger.

I hate to sound negative about such a beautiful machine, but the performance simply did not live up to the looks.