Cycle News - Archive Issues - 1990's

~ ·TEST ~ 8 Ducati 888 Superbike a fairing bracket and loca~ion mount for the computer and electronic rev counter. Ingenious! But, contrary to informed' speculation, Bordi denies that the 22 pound difference between a customer 888 and a factory racer like Polen's is due to any internal dietary components - no hollow camshafts or half-size gearbox pinions, he says. "We save weight on our bikes with titanium fasteners, some magnesium cov,ers which are aluminium on the Corsa, the bottom triple clamp of the forks which is also magnesium, and carbon fiber bodywork, clutch cover, brackets and so on which alone accounts for just under three kilograms (6.6 lb.)," he stiues. "This, and the valve sizes are the only difference. between one of the 50 works engines we made this year for our six riders, and one of the 50 Corsa production racers. Even the exhaust system on the works machine is stainless steel this year, not titanium .- we don't need the extra expense, which in any case would have brought us too close to the 140 kilogram (308 pound) weight limit for ease of mind!" . The Ducati's light weight is a bone of contention amongst the fourcylinder brigade, and to be honest, you really do notice how well the bike just lunges out of corners, thanks to a combination of its reduced kilos and lusty torque. But I must admit I expected the Ducati to feel easier to change direction with in turns: it feels just as bulky as a four, and rather topheavy when you want to lift it up again after laying it over for a turn. This might presumably be a function of the tall 8-valve motor, except I must honestly say my Bimota Tesi is surely more nimble and quicker steering than the Ducati is, with the same engine. One reason is surely the Ducati's steering geometry, which with a 24.5 degree head angle and 94mm trail is quite on the conservative side. Ducati might like to steepen the front end, but it's hard to do it with that long, sticking-out cylinder and tele forks, but they're developing an angled cylinder head (just like Aermacchi did for their horizontal-cylinder works racers 25 years ago, before they became - Cagiva!) which may cure the problem and, if so, will be homologated on their '93 model range. But the center of gravity is high. The Ducati's tubular spaceframe is idiosyncra.tic by modern standards, but except for that rather heavy steering, it copes well enough with the demands of racing, and is very stable around fast sweepers such as abound at Misano. It shakes its head a little under hard acceleration cranked over, and if you hit a bump under power it's possible to get the rear end wobbling. But that's as much likely to be down to the suspension setup I was 'using as any inherent deficiency in the chassis, and with Ohlins forks and rear shock, you should be able to dial that in perfectly, given time and expertise. Set up for Polen, the riding position is a little bizarre: Doug's the same lieight as me, but sits upright, far forward with widespread bars, and can surely only cram himself behind the screen on long straights with difficulty - well, it was difficult for me to fit my helmet behind it, anyway! But the net result is a dual combination of using your body weight to load up the front wheel, to get extra grip on the angle while having good leverage from those wide bars for extra control. Polen's deceptively relaxed-looking riding style is in fact, like everything that one of the most calculating and coolest riders in World Championship racing today does, all for a purpose, and the behavior of the Ducati in his hands evidently repays that. Sadly, the bike I rode wasn't fitted with the Polen cocktail of front brake rotors, either twin U.S.-made carbon discs or one each of metal and carbon, and the 320mm metal Brembo discs frankly didn't have the bite I'd expected from them - they work okay, but you have to start braking a little earlier than I'd have thought necessary, perhaps because of new pads or whatever. The carbon rear brake is just for show - it's best not to use it with the hefty inertia of the V-twin engine available to help you lock up the back wheel so easily, a condition you can also, ahem, achieve by changing down two gears or more a little too quickly under braking for a turn. Space your Removing the fairing reveals the two air . inlet ducts flanking the front-mounted EFI computer. changes out, use the front brakes only and blip the throttle as hard as 'you can manage, and it won't happen to you. But with 12.2:1 compression and 94mm bore pistons, this is something Y0U need to be sure you do right! The gearchange really helps here, because it's so beautifully precise and quick. These works 888s have a special selector mechanism which is not only carefully refined but also beefed up to prevent it over-rotating when you step on it. The result is a very positive action, which combined with the newtype clutch introduced this season not only makes juddering clutch starts a thing of the past, it also gives you much more control- though you only use the clutch for downward changes, not upwards. . The new clutch, drilled oilways in the Pankl conrods for improved little end lubrication, British-made Omega pistons, the new exhaust system, bigger 36mm inlet/31 mm exhaust valves, a new exhaust camshaft design, more carbon fiber in the cycle parts - these were the only mechanical changes from Polen's '91 title-winning Ducati to his '92 race machine. But the biggest and most important change is an invisible one - the extra refinement, increased response and optimized setup obtained by the patient, ongoing development of the Weber/ Marelli EFI system. Massimo Bordi's eight-valve desmo was always an engineering tour de force, a meaty, high-revving, torquey powerplant a twin that dared to challenge the fours, and win. But now it's become even more than that, something it's hard to put into words but something you instinctively feel when you ride the World Champion Superbike: it's a class act, and a ride that is unbelievably thrilling and exciting to savour. Crack the throttle open exiting a turn, feel the back end compress, the rear Dunlop bite in, the front wheel Ducati's unparalleled run of victo· ries at World Championship level may perhaps be partly due to the weight and capacity advantages they've been awarded under the FIM regulations, but frankly there are other, equally compelling reasons as well. This is the mQst sophisticated motorcycle in Superbike racing today, one that was designed as a four-stroke GP racer, then homologated for the street. It's the only one with fuel-injection, thus ensuring optimum responsiveness and ideal ignition and fuel setups at all times - doubly vital somewhere like Hockenheim, where you pass through a forest into an open stadium, with such differences in atmospheric readings. Ducati has arguably the best riders, mounted on the best rubber from more than one manufacturer, so they've always got someone on the best tire choice for a given circuit. And, finally, no stone is left unturned to ensure the bikes are always at peak performance - it's normal·to even fit new camshaft belts for each race to be sure of optimum valve timing,' for example. All these factors, plus the undoubted excellence of the motorcycle itself, and its reliability, is what has turned the 888 Superbike into an undisputed World Champion, to the satisfaction of 'ducatisti' all around the world. Forza Italia! Forza Ducati! Polen's "office" features an electronic rev counter with a 12,000 rpm redline. become light, and the red Italian thoroughbred rocket to the next turn accompanied. by a muted wall of thunderous sound - it's impossible not to become enraptured by this most visceral of motorcycles, by its potent yet seductive charms. Specifications Ducati 888 Engine type ... Watercooled dohc 90degree V·twin four·stroke with four valves per cylinder, desmodromic valve operation and tooth belt cainshaft drive Dimension 94x64mm Capacity 888cc Output. .. '.134 bhp at 11,200 rpm (at wheel) Compression ratio 12.2:1 Fuel/ignition system Weber/ Marelli electronic fuel injection and engine management system, with two injectors per cylinder and two 54mm induction trumpets Gearbox 6-speed Clutch Multiplate dry Chassis Chrome-moly tubular steel spac.eframe Front suspension .... .42mm Ohlins inverted telescopic forks. While Cycle News believes the foregoing test reliable, it is the opinion of the reviewer only and should not be relied upon in determining the performance or safety of the vehicle. The reader should make his or her own investigation. Rear suspension Extruded aluminium swingarm pivoting in crankcases, rocker-arm rising-rate linkage and single Ohlins shock Head angle 24.9 degrees Trail 94mm Wheelbase 1430mm Weight ... 142 kg. with water/oil: no fuel Weight distribution 52/48mm Front brakes ..... 2x320 mm Brembo floating iron discs with four-piston Brembo calipers. Rear brakes Ix200mm C-CAT fixed carbon disc with two-piston Brembo caliper Front wheel/tire 3.10/4.80xI7 Dunlop radial on 3.75 in. Marchesini wheel Rear wheel/tire 185/55x17 Dunlop KRIQ8 radial on 6.00 in. Marchesini wheel Top speed 179 mph Year of manufacture 1992 Owner Ducati Meccanica SpA, Bologna, Italy

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