9412 The Ducati 916

Because the limited edition 851 and 888 Sport Production series had been so successful, it wasn’t surprising to see this formula continued, with the release of the 916 during 1994. Engine developments for the 916 SP over the 1994 916 Strada included significantly lighter (349g) titanium H-section Pankl conrods and twin fuel injectors per cylinder (still with the P8 CPU). The cast alloy throttle bodies were also 50mm, but these were identical to the 888 SP5, and differed from those of the 916 Strada (as did the linkage system). The 916 SP also had a different, 057 EPROM and, as with the earlier SP series, too, the 916 SP also featured twin roller main bearings. Another distinguishing feature was cylinder heads based on those of the 916 Racing without the cast ‘DESMO 4V DOHC’ lettering. The SP cylinder head casting was shorter above the exhaust camshaft for extra front wheel clearance, particularly under racing conditions.

The crankcases on the SP also featured a drilled M8 x 75mm crankcase retaining screw beneath the gearbox, for extra strength. As it was found that the crankcase and alternator cover gaskets

A small number of 916 SPs were also available for 1994, these featuring a white number plate on the solo seat.

The 916 SP upheld Sport Production tradition, but didn’t offer as significant performance boost over the 916 Strada as the earlier 888 SP had over the 851 and 888 Strada.

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had leaked under racing conditions, all 916 SPs used Omnivisc 1002 adhesive instead of gaskets.

Another development of the SP over the Strada was a modified lubrication system that came from the racing 888. This featured forced lubrication to the piston gudgeon pins through a gallery in the conrod, while the Strada utilised splash oil feed.

A feature of all Sport Productions that carried over to the 916 SP was the significant increase in claimed horsepower over the Strada. Thus, as with the earlier SP5, the 916 SP had larger valves (34mm inlet and 30mm exhaust), and more radical camshaft timing. Combined with an 11.2:1 compression ratio, the 916 SP produced 126bhp at 10,500rpm (at the crankshaft). This was later revised to 131bhp, possibly to accentuate the differences between the Strada and SP, because there were no engine developments. Unlike the earlier 888 SP that featured its own close ratio gearbox, the 916 SP shared its gearbox with the 916 Strada. However, the clutch was carried over from the 888 SP4 and SP5. With a code of 19020041A, there was one 2mm driven plate, one

under the fuel tank. Some 1994 916 SPs also came with a carbon-fibre airbox, but – in typical fashion – this wasn’t universal. As with all previous SPs, the front 320mm disc brakes were fully floating cast iron, and, in an effort to improve braking performance, the brake pads changed to Ferodo 450. The weight was down to 192kg, and, with a top speed of 270km/h, the 916 SP brilliantly upheld the performance tradition of the earlier Sport Production series. Like the 916 Strada, production of the 1994 916 SP was at the Cagiva factory in Varese, and, to justify the high price, each SP came with a race stand and red motorcycle cover. The 1994 916 SP was also affected by a recall, in early 1997, to replace the rear wheel spindle and hub bearing.

In the manner of earlier Ducatis, the individual specification of the 916 SP was often inconsistent, this also being evident through 1995. It was almost as if the 916 SP was being built as a limited edition using parts that were available at the time. Also, compared to the 916 Strada, the performance of the 916 SP barely lived up to the claims. The German magazine PS, in August 1994, achieved 259km/h from its test machine, only a few km/h up on the standard 916.

For 1995, the 916 SP was virtually unchanged, although there was a predictable slight lowering in specification. Historically, this had often been a feature of Ducatis, but, fortunately, the 916 SP remained largely as before, even if the machine was marginally less suited to racing duties. The biggest changes were to the electrical system, with small alterations to the wiring, and the inclusion of an external power module and 15-amp fuse to protect the ignition and injection system relay. Even the type of fuses and connectors varied depending on the individual machine. Whereas the 916 Biposto received the new 1.6M CPU, the 916 SP, still with twin injectors, retained the earlier P8 system with a separate rpm sensor. Inside the engine, the titanium conrods became normal Pankl steel, as fitted to the Senna, despite information to the contrary supplied in the official workshop manual. While heavier than the titanium type, the steel rods were also known to fail. Some 1995 916 SPs also had a drilled clutch basket, but this also wasn’t universal. As had happened during 1994, the specification would often depend on what was available on the day that that particular machine was assembled.

Cosmetically, the 1995 916 SP was almost indistinguishable from the 1994 version, and, as with other 1995 models, the fairing was retained by screws rather than rivets. Screws retained most of the fairing screens, but this wasn’t consistent.

THE 916 1994-98

DUCATI 916

The 916 SP (1994-96)

1.5mm spring plate, one 2.5mm driving plate, one 1.5mm driven plate, six driving plates (2.5mm) alternated with five driven plates (2mm), another 1.5mm driven plate, and, lastly, a 2.5mm driving plate. Some 916 SPs also came with a drilled clutch basket, and the 916 SP also had the larger 350-watt alternator of the 916 Strada, rather than the smaller alternator of the earlier 888 SP. As with earlier SPs, there was a larger-diameter exhaust system, too, the collector box being unmuffled and interfacing the 45mm header pipes with a 50mm collector box and mufflers. The SP also came with additional Termignoni carbon-fibre mufflers, with an alternative 50mm racing exhaust system available.

As maximum power was produced at higher revs, the SP also received lower final drive gearing, a 14-tooth sprocket replacing the Strada’s 15-tooth.

Although the basic chassis was similar to that of the 916 Strada, the SP featured an Öhlins DU 3420 rear shock absorber and a number of carbonfibre body parts. These included a front mudguard, chainguard, rear brake line guard, licence plate holder, exhaust pipe insulation, front lower fairing panel, under-seat tray, and occasionally panels

A feature of the 916 SP was fully floating cast iron 320mm Brembo front disc brakes. The 1994 version had rubber brake lines.

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