Ducati 916
The Ducati 916 is a motorcycle in the super sports / superbikes category from the Italian manufacturer Ducati . She was the first model of the series 748 / 916 / 996 / 998 .
The 916 was introduced in 1994, developed into the 996 in 1999 and finally the 998 in 2002 . The development mainly concerned the engine. The design only changed in details. Contrary to what the model names suggest, the biggest development step was the change from the Desmoquattro - to the so-called Testastretta engine with the introduction of the 998 . The new design developed in racing was not only more powerful, but also more resilient. When the model series ended in 2004 with the 998 , the successor 999 was already available.
Model history
1994
With the 916 , Ducati replaced the 888 in 1994 . Thanks to the constant further development of the 916 series, Ducati was able to continue its longstanding dominance in the Superbike World Championship .
The machine caused a sensation at the time thanks to the spectacular design by Massimo Tamburini and Sergio Robbiano and innovative technical solutions. It was one of the first series motorcycles with the exhaust silencers under the seat ("underseat"). This design feature, later adopted by many manufacturers, was not only due to aerodynamic reasons for the 916 . In connection with the space-saving single - sided swing arm , it enabled a performance-enhancing design of the exhaust manifold.
Former Bimota co-owner Tamburini worked on the 916 project at Cagiva for six years before the first 916 models went into production at Cagiva in Varese. It was not until the spring of 1995 that the 916 was completely manufactured at Ducati in Borgo Panigale. The frame of the 916 was completely redeveloped, with the engine Ducati resorted to a further development of the 888 engine . The crankshaft with two millimeters more stroke was new. The inlet valves with 33 millimeters and the exhaust valves with 29 millimeters remained the same size. The cylinder heads were new developments with a lower overall height to give the front wheel more space, especially with a shortened caster. The caster could be adjusted between 97 and 91 millimeters. This was achieved using a steering shaft tube that can be rotated vertically by 180 degrees. The steering head or fork angle can be adjusted by one degree from 24 ° 30 'to 23 ° 30' without changing the wheelbase. The telescopic fork was fully adjustable in terms of the spring base and damping, the steering movements were dampened by a steering damper located transversely between the steering head and the tank, for which Ducati had also applied for a patent. Ducati used the proven Weber- Marelli IAW P8 ECU as the engine control unit, not least in order to homologate the machine in various racing classes . The 916 appeared as a Strada , 916 SPO , and as a 916 SP each with only a single bench seat ("Monoposto"). The bench was supported by a welded aluminum tube frame.
1995
Approved for two people, the 916 first appeared as a Biposto . The rear frame was now made of steel in order to accommodate the higher payload by two people. Since there was now less space under the bench seat, the Biposto was switched to the Weber-Marelli 1.6 injection system. In 1995 the 916 SPO was discontinued and the 916 series was supplemented by the 748 Biposto and 748 SP , which were almost identical except for the smaller engine. After the death of the racing driver Ayrton Senna , Ducati produced a limited edition, the proceeds of which were to flow into the Ayrton Senna Foundation . From a technical point of view, the 916 Senna was just a 916 SP with the Strada engine and differed from the 916 Strada mainly in its black and gray color, the red wheels and some carbon parts. The chassis corresponded to that of the 916 SP with an aluminum rear frame, monoposto seat, Öhlins shock absorber and cast brake discs at the front.
1996
For the 1996 model year, the 916 received adjustable brake and clutch levers. The senna was no longer offered.
1997
From model year 1997 a reinforced airbox was installed. The 916 SPS appeared parallel to the 916 SP with a displacement of 996 cm³ . Compared to the SP , it was equipped with more carbon (for example rear wheel cover and heel guards). The 916 SPS was limited in number and, like its predecessor, had a badge with a production number on the fork bridge. As a WSBK homologation model, the SPS already received the larger engine with the reinforced crankcase, which was only offered in the other models two years later. There was a new edition of the Senna , this time in silver gray instead of anthracite and without a Termignoni exhaust system. The 748 series was the 748 S extended. The difference to the 748 Biposto was the aluminum rear frame and the single seat of the 748 SP .
1998
The 916 received steel braided brake and clutch lines as well as another charge regulator, with which the charge control lamp was also omitted. The 916 Biposto was available for the first time in Germany in yellow, which until now was only available for the 748 . The 916SPS and 748SPS were with titanium - connecting rods of Pankl equipped. The 916SPS had 996 cc, making it the largest engine ever offered in a 916 ex works. With the 916SPS , a rear stand, a red tarpaulin with lettering and a racing exhaust system from Termignoni along with a matching memory chip for the engine control unit were included. The Senna was offered in black for the last time and was equipped with some carbon fiber parts.
1999
In 1999 the 996 Biposto had two instead of one injection nozzle per cylinder (as was previously the case with the SPS ), a reinforced motor housing, a different controller, new hand pumps, brake discs and front brake calipers with now two bolts. The SPS received a different alternator with regulator, a lighter front wheel and brake discs made of stainless steel instead of gray cast iron, as better brake pads with higher coefficients of friction were now available. In addition to the SPS , a SPS / F (F = Factory) was offered, which could be recognized by the decoration set as a replica of the Carl Fogarty factory racing machine .
2000
The 996 Biposto was equipped with Marchesini rims and TiN-coated fork sliding tubes , and the 996SPS was fitted with an Öhlins upside-down fork with TiN-coated sliding tubes as standard for the first time. The 748E was new without an adjustable steering head angle and without quick-release fasteners for the fairing. The 748SPS was replaced by the 748R .
2001
The most important innovation for this year was the 996R with a newly designed Testastretta engine with 100 kW (136 hp). For the first time, the 996R got a complete carbon fiber fairing and was still only available as a monoposto. This model was only sold by Ducati over the Internet at a price of DM 50,000 at the time. The 996 and 996S were also available as Biposto. The 996R had an Öhlins steering damper , all other models had a Showa steering damper . Like the 996SPS Model 2000, the 996R was also equipped with an Öhlins upside-down fork with TiN-coated sliding tubes and an Öhlins shock absorber. The new engine of the R received completely newly developed injection nozzles in the so-called “shower” design. Here the fuel is injected into the intake funnel in the area of the airbox and not, as usual, into the intake duct behind the throttle valve. The 748 was still available as the 748E , 748S and 748R . The 748R has been upgraded with an Öhlins upside-down fork.
2002
The 998 replaced the 996 in the 2002 model year . The most important innovation was the introduction of the new shorter- stroke Testastretta engine of the 996R from 2001 with 998 cm³ in three variants, the 998 , 998S and 998R . The 998 engine was a tamer version with a flat oil pan, the 998S engine corresponded to the 2001 996R and the 998R engine was a version of the 996R engine with an enlarged bore . S and R engines also had a new pointed oil pan with a deeper oil sump for a more reliable oil supply. These three engines were also used in the successor models, the Ducati 999 , from 2003 , most recently with 999 cc and 150 hp.
Technical specifications
Models
916 | 916SPS | 996 | 998 | |
---|---|---|---|---|
Construction year | 1994-1998 | 1998 | 1999-2001 | 2002-2004 |
Engine type | Four-stroke engine | |||
Displacement | 916 cc | 996 cc | 996 cc | 998 cc |
drilling | 94 mm | 98 mm | 98 mm | 100 mm |
Hub | 66 mm | 63.5 mm | ||
Compression ratio | 11: 1 | 11.5: 1 | 11.5: 1 | 11.4: 1 |
rated capacity | 83 kW (112 hp ) at 8500 rpm | 94 kW (128 PS) at 9250 rpm | 83 kW (112 hp) at 9000 rpm | 91 kW (123 PS) at 9750 rpm |
Max. Torque | 78 Nm at 6800 rpm | 101 Nm at 7000 rpm | 93 Nm at 8000 rpm | 97 Nm at 8000 rpm |
coupling | hydraulic dry clutch | |||
transmission | 6 courses | |||
Empty weight | 207 kg | 190 kg | 198 kg | 197 kg |
All models from 916 to 998 were available in various designs, from the basic version listed here to the SP and PLC models to the R version. The latter had a little more power and some higher quality parts that have been tried and tested in racing. In 2005 there was a so-called “Final Edition” of the 998.
Valve sizes
model | Year of construction (s) | Inlet valve mm | Exhaust valve mm |
---|---|---|---|
748 | 1995 | 33 | 29 |
916 F | 1994-1995 | 37 | 31 |
916 SP | 1994-1996 | 34 | 30th |
916 Strada | 1994-1998 | 33 | 29 |
916 Racing | 1995-1996 | 37 | 31 |
916 F | 1996-1998 | 37 | 31 |
916 Racing | 1997-1998 | 37 | 31 |
916 PLC | 1997-1998 | 36 | 30th |
996 PLC | 2000 | 36 | 30th |
996 F | 1999-2000 | 39 | 32 |
996 RS | 1999-2001 | 39 | 32 |
996 | 1999-2001 | 36 | 30th |
Spark plugs
model | Factory default | Alternative NGK |
---|---|---|
748 (1999) | Champion RA59GC | |
748 R (2000) | Champion A55V | |
748 (2002-2003) | Champion RA59GC | |
748 S (2002-2003) | Champion RA59GC | |
916 (1994–?) | NGK DCPR9EVX | |
916 SPS (1998) | Champion A55V | NGK R2270-9, NGK R2349-10 |
996 (1999) | Champion RA59GC | NGK DCPR9EIX |
996 PLC (2000) | Champion RA59GC | |
998 (2002-2003) | Champion RG4HC | |
998 FE | Champion RG4HC |
Engine control units
Weber-Marelli P8
The first control unit (ECU) used in the 916 series was carried over from the previous models 851 and 888 and worked with a Motorola 68HC11 processor. The computer receives the current position of the pistons from two sensors, one on the crankshaft and the other on the cam control. The P8-ECU can control all four injection nozzles of the PLC and racing models individually, which is advantageous for racing. The control unit works in "open loop" mode, i.e. without feedback from a lambda probe and only uses the throttle valve position and the speed to calculate the injection quantity and the injection time. The computer takes the information for the injection quantity and the time of injection from a matrix of 256 values which is stored in the exchangeable EPROM . The 256 values result from 16 values for the speed multiplied by 16 values for the throttle valve position. These values can be adapted to the intended use of the engine, whereby more values for lower speeds are stored for use on public roads than for use on racetracks. Values between zero and 83 degrees are used for the throttle valve position, since the throttle valve is already open by around seven degrees when idling. If the measured value is between two stored values, the computer takes over the information for the next higher speed and the next lower throttle valve position. The vector read out for the injection quantity and injection time is then corrected by the values measured by the other sensors, such as air temperature, air pressure and water temperature. These sensors are constantly queried and compared with a table also stored in the EPROM. If the values supplied by the sensor are outside a specified range, the injection computer assumes that the sensor is malfunctioning and ignores the values from this sensor. The current on-board voltage is also included in the calculation, since a lower on-board voltage can reduce the fuel pressure and thus the amount of fuel injected. The computer can process separate mappings for the front and rear cylinders , but Ducati has never used this option.
Weber-Marelli 1.6 M.
This engine control unit only worked with a camshaft sensor. This pickup was driven by a 50-position wheel (48 teeth and two gaps). This results in a 14.4 degree rotation angle of the crankshaft per tooth and 7.2 degrees rotation angle on the camshaft. The ECU uses this data to calculate the position of the crankshaft. Since the control unit was not as powerful as the P8-ECU, but significantly smaller, its introduction is mainly due to the limited space under the bench of the Biposto models. The 1.6-M-ECU explicitly only supports the activation of one injection nozzle per cylinder.
Weber-Marelli 1.6 M B1
Further development of the 1.6 M; two injection nozzles per cylinder are activated separately.
Usage list
model | Year of construction (s) | Control unit |
---|---|---|
916 | 1994 | Weber-Marelli IAW 435 (P8) |
916 SP | 1994-1996 | Weber-Marelli IAW 435 (P8) |
916 PLC | 1997-1998 | Weber-Marelli IAW 435 (P8) |
916 PLC | 1999-2000 | Weber-Marelli IAW 435 (P8) |
916 F | 1995-1997 | Weber-Marelli IAW 435 (P8) |
996 F | 1998 | Weber-Marelli IAW 435 (P8) |
996 F | 1999 | Weber-Marelli IAW 442 (P8) |
996 PLC | 1998-2000 | Weber-Marelli IAW 442 (P8) |
748 Biposto | 1995-2002 | Weber-Marelli IAW 1.6 M. |
748 SP | 1995-1996 | Weber-Marelli IAW 1.6 M. |
748 PLC | 1997-1999 | Weber-Marelli IAW 1.6 M. |
748 F | 1998-1999 | Weber-Marelli IAW 1.6 M. |
916 senna | 1995-1998 | Weber-Marelli IAW 1.6 M. |
748 p | 2000-2002 | Weber-Marelli IAW 1.6 M. |
748 R | 2000-2002 | Weber-Marelli IAW 1.6 M. |
916 Biposto | 1999 | Weber-Marelli IAW 1.6 M B1 |
996 | 2000-2002 | Weber-Marelli IAW 1.6 M B1 |
996 p | 2001 | Weber-Marelli IAW 1.6 M B1 |
996 R | 2000 | Weber-Marelli IAW 5.9 M. |
EPROM variants
designation | model | associated exhaust system | |
---|---|---|---|
053 | 916 MY 1994 USA | series | |
054 | 916 MY 1994 | series | |
054CH | 916 MJ 1994 Switzerland | series | |
055 | 916 F MY 1994 | 45 mm elbow, 45 mm silencer | |
056 | 916 SP MJ 1994-1996 | 45 mm elbow, 45 mm silencer | |
057 | 916 SP MJ 1994-1996 | series | |
058 | 916 SP Racing MY 1994–1996 | 50 mm elbow, 50 mm silencer | |
059 | 748 Biposto | series | |
059CH | 748 Biposto (Switzerland) | series | |
059U | 748 Biposto (USA) | series | |
060 | 748 SP | series | |
061 | 916 Biposto MJ 1995-1998 | series | |
061CH | 916 Biposto Switzerland MY 1995–1998 | series | |
061U | 916 Biposto USA MJ 1995-1998 | series | |
062 | 916 Biposto MJ 1995-1998 | 45mm manifold, silencer open | + 6% |
063 | 916 Racing MY 1995 | series | - 6% |
064 | 916 Racing MY 1995 | series | |
065 | 916 Racing MY 1995 | series | |
066 | 748 SP Racing | 45 mm elbow, 50 mm silencer | |
068 | 916 Racing MY 1996 | series | + 6% |
069 | 916 Racing MY 1996 | series | |
RAC97 # 7 | 916 Racing MY 1997 | series | + 6% |
RAC97 # 8 | 916 Racing MY 1997 | series | - 6% |
RAC97 # 9 | 916 Racing MY 1997 | series | |
070 | 955 SPA USA MY 1996 | series | |
071 | 916 SPS MY 1997-2000 | series | |
071F | 916 SPS France MY 1997-2000 | series | |
073 | 916 SPS Racing MY 1997-2000 | 50 mm elbow, 50 mm silencer | |
074 | 996 Biposto | series | |
074F | 996 Biposto France | series | |
074CH | 996 Biposto Switzerland | series | |
074U | 996 Biposto USA | series | |
075 | 748 MJ 2000 | series | |
77/1 | 748 R | series |
Sales figures
model | Europe | Germany | Switzerland | France | England | Australia | Japan | United States | California | Brazil | total |
---|---|---|---|---|---|---|---|---|---|---|---|
916 Team Ufficiali 1994 | 14th | ||||||||||
916 Monoposto 1994/1995 | 793 | 260 | |||||||||
916 Monoposto 1994 | 1451 | ||||||||||
916 S Monoposto 1994 | 199 | ||||||||||
916 Biposto 199 | 120 | 141 | 193 | 65 | 60 | ||||||
916 SP 1994/199 | 711 | ||||||||||
916 Biposto 199 | 800 | 340 | 220 | 360 | 258 | 85 | 68 | ||||
916 Senna 1995 | 150 | 30th | 10 | 30th | 15th | 35 | 31 | ||||
916 F 1995 | 6th | ||||||||||
916 Monoposto 1996 | 200 | 80 | |||||||||
916 Biposto 1996 | 713 | 195 | 100 | 180 | 158 | 100 | 118 | ||||
916 F 1996 | 6th | ||||||||||
916 SPA 1996 | 54 | ||||||||||
916 SP 1996 | 497 | ||||||||||
916 Monoposto 1997 | 100 | 164 | 300 | ||||||||
916 Biposto 1997 | 1093 | 690 | 200 | 271 | 580 | 141 | 25th | 250 | |||
916 Senna 1997 | 151 | 30th | 20th | 30th | 70 | ||||||
916 F 1997 | 8th | ||||||||||
916 SPS 1997 | 404 | ||||||||||
916 Monoposto red 1998 | 30th | 300 | |||||||||
916 Monoposto yellow 1998 | 8th | 15th | 100 | ||||||||
916 Biposto red 1998 | 945 | 205 | 50 | 80 | 235 | 86 | 12 | 100 | |||
916 Biposto yellow 1998 | 392 | 45 | 20th | 27 | 141 | 22nd | 6th | 100 | |||
916 Senna 1998 | 91 | 50 | 84 | 34 | 41 | ||||||
916 F 1998 | 18th | ||||||||||
916 SPS 1998 | 958 | 100 | |||||||||
916 SPS Fogarty Replica 1998 | 202 |
gallery
Web links
- Ralf Schneider: Ducati 916. In: Finale. MOTORRAD online , September 16, 2010, accessed on May 29, 2014 : "The powerful Ducati 916"