WORLD 37: 90 Years of Ducati

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THE BEST OF

90 YEARS OF DUCATI THE LEGENDARY ITALIAN BIKE HAS DEVELOPED A MYTHICAL AURA OVER NINE DECADES. RODERICK EIME SADDLES UP.

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THE GENTLEMAN AND THE BASTARD LEFT: Racing legend Mike Hailwood.

BELOW: Hailwood riding a Ducati on his way to victory in the Formula One Isle of Man TT races, 1978.

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Their words, not mine. But the 1262cc XDiavel S embodies both; it’s up to you to decide whether you’re the gentleman.

This motorcycle is a beast and a pure and exuberant expression of… whatever you want to express. The S is a revamp of the already flamboyant XDiavel, billed by Ducati in a marvellous understatement as a “cruiser”. The Testastretta DVT L-twin’s bore is the same as our Multistrada but the stroke is extended on this 1262cc incarnation. Ducati’s premise in the X is to create a meticulously engineered cruiser/superbike crossover, yet the result is somewhat beyond both in this machine, which could well star in its own Transformers movie.

Cool standard equipment includes a “power launch” – which is pretty much self-explanatory – as well as ABS and DTC (traction control).

W

ould you call yourself a Ducatisti?

Does the mere mention of the name Ducati conjure up sights and sounds that set your pulse racing?

Indeed, anyone who has heard one of the legendary L-twin bikes at full blast will never forget the husky, hairy-chested note, climaxing at the red line. Despite varying degrees of racetrack success, Ducati motorcycles were always the glamour favourite in pit lane and paddock.

To drop just a few names: Troy Bayliss, Carl Fogarty, Casey Stoner and Mike Hailwood – all these have graced the saddles of Ducatis over the decades. Hailwood’s 1978 Isle of Man TT triumph aboard a 900cc Supersport Twin was particularly notable, since the legendary rider had been in retirement for the previous 10 years. Before and after the nine-time world champion’s untimely death in a freak highway car accident in 1981, the 7,000-odd replica bikes (MHRs) produced from 1979 until 1983 became instant classics and went some way to saving Ducati. Today, a faithful example could fetch as much as $50,000.

The brand has had quite a tumultuous ride since leaving the hands of the Ducati family that founded the marque in Bologna in 1926. The factory originally made radio parts and equipment, was bombed heavily during World War II and didn’t start making full-size, large-displacement motorcycles until almost 1960, having graduated from their earlier successes with smallcapacity machines like the 98S and scooters.

All that changed during the 60s. Despite the failure of the first big L-twin project, the monstrous US-inspired 1200cc Apollo in 1963, Ducati developed great prowess in mid-sized

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machines, particularly the 250cc Mach 1, introduced that same year. The highly collectable Mach 3 came in 1967.

In the 1970s, Ducati continued to make great strides with the introduction of the first commercial L-twin, the 750 GT. Racing success followed throughout the decade, culminating in that fairytale win for Hailwood in the 1978 Isle of Man TT. Since 2012, Ducati has been owned by the Volkswagen group via their Automobili Lamborghini S.p.A subsidiary, but motorcycles are still produced at Borgo Panigale in Bologna.

This year marks the brand’s 90th birthday and the rumble of thousands of Ducatis will be heard at Bologna’s Misano racetrack during Ducati Week (1-3 July). The Ducati Museum, meanwhile, is the place to go for an entertaining insight into those nine legendary decades. After months of renovations, the famous museum has reopened with lots of new features and surprises, including a much-requested section dedicated to some of the road bikes that have made the Ducati story so compelling.

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IN THE SADDLE

I’m not about to set off on any Dakar recreation but an enthusiastic weekend ride out to Lithgow, west of Sydney, is more than adequate to test the road manners and touring capability of this big “multibike”, which Ducati claims is “unbeatable on tarmac, perfect and comfortable for long-distance travelling, fun off the road and agile through town”.

A few weeks earlier we had tested BMW’s rave-reviewed R 1200 GS, so with that experience still fresh, it was an interesting comparison that might ultimately come down to personal preferences and brand loyalties.

The big Italian 1198cc L-twin has more than enough power – delivered with that imperious throaty roar when the throttle is opened – to send you effortlessly off down the tarmac. Handling is positive and surprisingly nimble for a big bike.

One of the key features (much like the BMW) is the ability to dial up suspension and engine settings to match the riding conditions and terrain. Scroll through adjustments for traction control, ABS and wheelie control to best match your ability and the surfaces.

In summary, while the BMW is a technical marvel, the Ducati retains more pure bike feel and subtleties, delivering a rider’s ride, if that makes sense.

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THE PERFECT BALANCE If Mike Hailwood were around today, this would be his daily bike. Despite its space-age looks and electronic gadgetry, it’s still a purist’s Ducati superbike.

The 90-degree V-twin Superquadro (eight-valve) engine of the “middleweight” 959 Panigale shares the same stroke as the big 1299cc, bringing capacity from 898cc in the previous model to 955cc and a howling 115kW at 10,000rpm.

You’re imagining that right now, aren’t you?

The same tech wizardry is there, too, with three levels of ABS, preset with each of the three riding modes (Race, Sport and Wet). In Race mode, for example, the ABS only affects the front brake, making it track-ready for those looking for a bit of weekend excitement under controlled conditions.

Panigale now comes in four Superbike expressions: the new 959 Panigale, 1299 Panigale, 1299 Panigale S and the pure racer, Panigale R.

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