Ducati have announced the upcoming Multistrada V4 will feature front and rear radar as part of its technology loadout, leaving riders hanging out for more information on the Multistrada V4, as the V4 powerplant configuration expands into further models, with more information expected to be officially released shortly.
For the fourth generation of the Multistrada, Ducati has developed a new, light and compact V4 engine, designed to meet the needs required for “adventouring” use. The complete redesign made it possible to reach new even longer maintenance intervals for the world of two wheels. All the details of this new engine will be revealed on 15 October. For now we have to settle for info on another Ducati first, which we’ll see on the Multistrada V4.
First glimpse of Ducati’s soon to be unveiled Multistrada V4
Ducati is bringing radar to production bikes, confirming what was anticipated in 2018, with the adoption of these systems marking a new level of riding assistance technology, especially for long motorway journeys.
Radar are advanced aid systems capable of reconstructing the surroundings of the motorcycle. Ducati’s interest in this type of systems dates back to 2016, when the Company worked in collaboration with the Department of Electronics, Information and Bioengineering of the Politecnico di Milano to experiment with this type of system.
This first experience has confirmed the applicability of this kind of technology to vehicles on two wheels, and has pushed Ducati to the creation of a complete package of riding assistance using two radars that, within four years, has been developed and produced in close cooperation with Bosch, a top-level technology partner, and sees its first application on the new Multistrada V4.
The radar system will be about the size of a modern action camera
Each radar has compact dimensions (70 x 60 x 28 mm, similar to a modern action camera) and integrates into the bike, weighing only 190 grams. The radar positioned in the front of the vehicle controls the operation of the ACC (Adaptive Cruise Control), which by means of controlled braking and acceleration automatically adjusts the distance (selectable on four levels) from other vehicles when riding at a speed between 30 and 160 km/h.
This car-derived system has been evolved and developed according to the dynamics and ergonomics of a two-wheeled vehicle. In particular, the authority of the system in terms of deceleration and acceleration has been limited in order to ensure the rider can maintain constant control of the vehicle in any situation. The aim of the system is to allow for more comfortable riding, especially on long motorway journeys.
The systems will be seamlessly incorporated into the front and rear of the Multistrada V4 offering cruise control and blind spot assistance
The rear radar is able to detect and report vehicles positioned in the so-called blind spot, i.e. the area not visible either directly by the rider or through the rear-view mirror. The BSD (Blind Spot Detection) system also signals the approaching from behind of vehicles at high speed, in a similar fashion to many modern cars featuring warning lights in rear-view mirrors for their blind spots.
To underline the technical-scientific value of the research project, carried out jointly by Ducati engineers and researchers and undergraduates from the Politecnico di Milano, a patent application relating to the control algorithms of this system was filed in May 2017. In June 2017, a scientific publication was presented at the IEEE – Intelligent Vehicles Symposium (IV) in Redondo Beach, California.
The radar system incorporated into the tail of the Multistrada V4
Petrucci and Dovizioso out Bagnaia joins Miller in Factory squad Zarco and Martin on Pramac Ducati
Ducati Corse has announced the name of the four Ducati’s official riders for the 2021 MotoGP World Championship.
Francesco Bagnaia will join forces with the official team alongside the already confirmed Jack Miller.
Francesco Bagnaia
“I’d chosen to be a Ducati rider even before becoming a Moto2 World Champion in 2018, and they had chosen me even before I had known that one day I would become one. It was our bet because until that moment I had always been a fast rider, but I had nothing concrete under my belt: Ducati decided to believe in it even before everyone else. We didn’t know how it was going to go, but to this day, if I had to go back, I’d do it all over again. My MotoGP debut was not easy, but at Ducati, they never questioned me: they gave me all the support and confidence that a rookie needs and they let me do experience in 2019. I listened to them, I trusted them, together we learned to know each other and understand each other, and now we form a great team. They taught me a method of work that allowed us to take away some nice satisfactions and I think that’s just the beginning. Today I am the happiest person in the world, for me, it is a dream come true: being an official Ducati rider has always been my ambition, and I succeeded together with all of those who had always believed in me even when things did not go well. A special thank goes to Claudio Domenicali, Gigi Dall’Igna, Paolo Ciabatti and Davide Tardozzi for the trust, to the Pramac Racing Team that welcomed me as a family and to the VR46 Riders Academy that has always supported me all these years“.
Johann Zarco and Jorge Martín will defend the colours of the Pramac Racing Team for next season.
Francesco “Pecco” Bagnaia, Moto2 World Champion in 2018, made his MotoGP debut last year with the Ducati Desmosedici GP bike of the Pramac Racing Team and has shown this year ever-increasing competitiveness, fighting for the podium in several GPs. In 2021, the 23-year-old rider hailing from Piedmont will join his current teammate Jack Miller in the Ducati Team, who is in his seventh season in the premier class.
Jack Miller, 25 years old, Australian rider from Townsville, made his debut in the World Championship in 2011 in the 125-cc class. After fighting for the Moto3 World Title in 2014, he stepped up straight to MotoGP in 2015 competing in 93 races in the category and for the last three seasons with the Pramac Racing Team.
The two new riders of the Pramac Racing Team have three World Titles overall together. Johann Zarco, a 30-year-old French rider, won the Moto2 World Title in 2015 and 2016 and this year he is competing in MotoGP with the Ducati bike of Team Esponsorama, with whom he took pole position and a third place in the race in Brno. With him, in the Borgo Panigale factory-supported team there will be a rookie in the category, Spaniard Jorge Martín, 22 years old, 2018 Moto3 World Champion in his current second season in Moto2.
All four official riders will ride the latest version of the Desmosedici GP bikes with same technical specifications.
Claudio Domenicali – CEO of Ducati Motor Holding
“Racing is an evolving advanced technology incubator that is a fundamental part of our company. It is essential to continue to invest in research and development and not to be afraid to innovate and renew to be successful.
“That’s why I am thrilled with the inclusion of young and talented riders who make us look to the future with optimism and a constant desire to improve.
“Jack Miller and Pecco Bagnaia have shown this year that they can take advantage of the potential of our Desmosedici GP bike and have earned this opportunity. Their transition to the official team from the Pramac Racing Team, where they both grew up, is proof of the efficient collaboration that binds us to the team of Paolo Campinoti, which I would like to thank.
“I am sure that next year his team will be able to make the most of the talent of the two new riders Johann Zarco and Jorge Martín.
“Now, however, we are focused on the current season, because we want to get the best possible results with our two riders: Andrea, who in these eight years with us has been runner up in the World Championship for three consecutive years, won 14 GPs, thus becoming the most successful Ducati rider after Stoner, and is still in the fight for the world title this year and Danilo. Danilo, who is working hard to get back to fighting for the podium. Together with them, we will do everything to conclude our beautiful adventure together in the best possible way”.
Paolo Campinoti – Team Principal of Pramac Racing
“We are happy to have reached an agreement with Johann and Jorge. We want to continue an important project that is giving us great satisfaction. The sporting qualities and the winning mentality of the two riders are extremely well known: expectations are therefore high. We know Johann well, and we have a very positive feeling with him: the same will be with Jorge“.
Motorcycle Test by Adam Child ‘Chad’ – Photography by Joe Dick
Ducati’s 2020 top-spec Scrambler, the 1100 Sport PRO, is hands-down the most sophisticated of its hugely popular Scrambler range.
2021 Ducati Scrambler 1100 Sport Pro gets Ohlins front and rear
It is one of two new Scramblers Bologna has introduced into its line-up which must comply with the stringent new Euro 5 rules in some markets, and while they share the same lovely air-cooled Desmodromic L-twin, the Sport PRO comes with fully adjustable Öhlins suspension front and back, while the 1100 PRO rides on fully adjustable 45mm Marzocchi forks and a side-mounted direct Kayaba rear.
2021 Ducati Scrambler 1100 Pro rides on a Kayaba shock and Marzocchi forks
Ducati has also made a lot of welcome design changes for 2020, which include a restyled rear-end, a unique double-stacked exhaust, and a repositioned number-plate.
Certain Ducatisti will only ever crave the arm-stretching brilliance of the winged Superleggera, or perhaps the sometimes-scary new Streetfighter, which are getting all the headlines, but I’m wired a little differently. The still-air-cooled Sport PRO is the bike I have been waiting for. My summer evening blasts demand it.
Why? Simple. I don’t need to be on the wrong side of the law to get my thrills. The Scrambler doesn’t make those kinds of demands on you. It’s a grab your jacket and a pair of protective jeans and enjoy the ride thing.
But that summer-evening happiness is a little pricey.
And what you’re paying for is the suspension.
2021 Ducati Scrambler 1100 Pro has a black frame and black seat beside the ‘Ocean Drive’ coloured bodywork
The slightly cheaper $18,400 (Ride Away) Marzocchi-forked 1100 PRO is offered in very summery ‘Ocean Drive’ livery and carries wider bars, which you’d normally find on the traditional Scrambler.
Spend a few dollars more, $21,100 (Ride Away) for the Öhlins-equipped Sport PRO, and you’ll find the handlebars are lower, narrower, and topped with bar-end mirrors. And it comes in matte black, which is maybe not very summery, but it certainly is hot.
2021 Ducati Scrambler 1100 Sport Pro is in Matt Black everywhere apart form the brown seat
STILL COOLED BY AIR
2021 Ducati Scrambler 1100 Sport Pro and Pro are powered by an 1079 cc two-valve L-Twin
The Italian-made, two-valves-per-cylinder engine is pure Ducati DNA. A remarkably similar motor was used in the Monster back in 2011. It produced a stated 100 hp before tight emission laws appeared, and it remains one of the most attractive-looking engines Ducati ever produced. Now mated to the new double-stacked exhaust, which looks like a classy aftermarket item, it has greatly enhanced the Scrambler’s kerb-side appeal.
2021 Ducati Scrambler 1100 Sport Pro and Pro have 150 mm of suspension travel
Thankfully, Euro 5 hasn’t strangled the note too much. The 1100 burbles nicely as it ticks over at idle, and is quite charismatic on the throttle. It’s not as symphonic as the older-gen Ducatis you may remember, but considering the stringency of the new regulations Ducati had to conform to, it’s quite impressive.
Because I’m old, and because I grew up with air-cooled bikes, I’m very pleased Ducati stayed with the soulful, air-cooled motor, rather than chasing more power from an unsightly and relatively characterless liquid-cooled lump.
SNATCH BE GONE
Those same Euro 5 laws also mean revised fueling for both models. But there has been no loss of refinement. If you haven’t ridden a Ducati twin for a while, that notorious snatchy fueling is all but a distant memory. From small throttle openings, it is effortless and accurate, with usable torque from low in the rev range and a willingness to pull away from slow speeds in a tall gear. This makes it a doddle to ride around town, and for relatively inexperienced riders getting on their first big bike.
2021 Ducati Scrambler 1100 Sport Pro and Pro have a 15-litre fuel tank and on the Sport Pro a large ‘1100’ is stencilled on the tank
Its performance may be unintimidating, but it’s still enough to be entertaining, and to pop the front wheel up in the lower gears. When I first rode the original 803 Scrambler back in 2015 on its press launch in America, I adored its style, image, and handling. But as an experienced rider, I was left a little disheartened by a shortage of power. I wanted another 20 or 30 horses; just a little extra.Ducati has answered my want with the 1100. Just keep short-shifting though the smooth gearbox and enjoy successive dollops of grunt.
But choose to ride the torque, and it is more than quick enough, especially since it weighs just 189 kg dry. If you find yourself revving the Scrambler PRO above 7500 rpm and towards the soft rev-limiter then, sorry, you’ve bought the wrong bike.
2021 Ducati Scrambler 1100 Pro has higher handlebars than the Sport Pro
Fuel economy isn’t bad, as you’d expect from a relatively low-revving air-cooled twin. The nicely sculpted 15-litre fuel tank offers a range of around 250-270km, which isn’t bad.
The ergonomics are accommodating, more so on the standard PRO, with its more relaxed riding position. The unique digital clocks have two trip-metres, a digital fuel gauge along the bottom and range to empty.
Both models have a conventional double sided swingarm
NOW FOR FUN STUFF
On the sportier Öhlins-clad Sport, the ’bars are much lower and straighter, nudging you into a more aggressive riding attitude when compared to the standard PRO model with its wider bars.
The Sport’s new ergonomics move you further forward in the chassis, while the bar-end café racer-style mirrors give it a more sportier profile and feel.
86 horsepower at 7500 rpm and 88.4 Nm of torque at 4750 rpm are the peak numbers
On the move, you instantly feel the Scrambler’s plus points: ease-of-use and natural ability, which is mainly down to its innate handling and that low weight. The Öhlin’s suspension is controlled but not too sporty-firm; the ride is comfortable and rather luxurious, which is quite an achievement given there’s no rear linkage on the suspension.
As a consequence, the ride is hugely satisfying. You roll into bends, carry corner speed, feel the feedback through that excellent suspension, and use the torque on the exit. The Pirelli MT60RS rubber might be styled like race wets, but the tyres handle and grip far better than they might appear to. And if you get over-excited, you have cornering ABS on the way in and lean-sensitive traction control on the way out. Mid-corner there is abundant ground clearance; this Scrambler isn’t afraid of showing the world what the bottom of its engine looks like mid-corner.
Rims are 10-spoke alloys, 3.5×18-inch at the front and 5.5×17-inch at the rear
PRO OR SPORT PRO?
Just because the standard PRO isn’t dripping in Öhlin’s suspension doesn’t mean Ducati went to the Dollar Shop for its suspension. Neither Marzocchi or Kayaba are rubbish, and have the same adjustment options as the top model. The MT60RS tyres remain the same, as do rake, trail, all other chassis dimensions, and, according to Ducati, the dry weight is identical.
2021 Ducati Scrambler 1100 Pro uses an adjustable Kayaba shock
That said, more upright ’bars give the sensation the PRO model is a fraction lighter, which is possibly because the wide ’bars give you more leverage, allowing you to turn the bike easier.
2021 Ducati Scrambler 1100 Sport Pro gets an Ohlins shock in place of the regular Pro models Kayaba
Again, on the standard PRO model the ride quality is impressive, possibly a fraction easier with less load on the spring and more laden sag on the rear compared to the Sport. The main difference, aside from the stance, is how the suspension copes with road imperfections, bumps, and crests at speed.
2021 Ducati Scrambler 1100 Sport Pro and Pro models have an upper steel trellis frame
The Sport is more relaxed: it holds its weight perfectly, the suspension moving freely while keeping the bike stable and giving feedback – like a swan that’s so graceful on the pond’s surface, while its legs churn frantically below.
Both bikes have 150 mm of suspension travel at both ends
On the Marzocchi/Kayaba-equipped PRO there is more jolting at speed. It’s not as smooth or as quick to react, or iron the road flat like the Öhlins set-up. The PRO isn’t bad, but you’d notice the difference when riding them back to back.
2021 Ducati Scrambler 1100 Sport Pro
When you open up the throttle and really start to push the handling, the Öhlins set up is always precise. On the road, you’re nowhere near the boundaries of the Sport’s suspension set up, but on the standard bike, if you decide to put your head down and really go for it, its limitations wouldn’t be too far away.
But who rides a Scrambler chasing lap times? And a new or inexperienced rider may well favour the softer set-up of the standard model. If you’d never ridden the Sport you’d find little to fault with the standard PRO. It’s bit like eating a burger at a McDonalds: fine, unless you’ve just had a homemade burger at a really good pub.
2021 Ducati Scrambler 1100 Pro
After riding both bikes back to back, I’m still uncertain which new Scrambler I favour.
Yes, the Öhlins set-up works better on the Sport model, but I prefer the taller, wider, more upright riding position of the standard PRO. You can push it into corners almost Supermoto-like, rather than hanging off the inside, which feels peculiar on a Scrambler. And I prefer the looks of the PRO.
Cat is under the engine which then leads to the pair of steel silencers with die-cast aluminium end caps
THINGS THAT HELP OUT
The Ducati Safety Pack comes as standard on both models (that’s rider aids to you and me) and is identical on both machines. There’s excellent cornering ABS and also lean-sensitive traction control, which can be deactivated only at standstill.
To make life simpler there are three rider modes – City, Journey and Active. Ducati has moved away from the former Urban, Touring and Sport for some reason; I’m sure it keeps someone in marketing happy.
A black metal ‘X’ is incorporated into the headlight with a blue vision bulb and DRL
City mode cuts 10 hp, offers a soft throttle map and increases the traction control. Journey and Active are both full power, but have dissimilar engine and throttle characteristics, and TC settings. It’s relatively easy to change between the modes on the move and the simple dash is relatively straightforward and easy to use. There aren’t countless submenus within menus, and you don’t have to be IT expert to work it all out. However, in today’s market, should we expect full-colour TFT clocks on a premium Ducati?
Non-intrusive ABS is always a bonus, but you could argue whether you really need changeable traction control, or a rider mode that reduces the Scrambler’s 86 hp any further, especially on perfect summer days (like we had on the test) when the grip seems endless. I’d imagine many Scramblers will find themselves in fashionable cobbled city streets of Rome, Paris, and Barcelona, and piloted by relatively inexperienced riders which may well end in embarrassment or hilarity, with or without those aids.
2021 Ducati Scrambler 1100 Pro – Dual element LCD panel
The Scrambler isn’t afraid to attempt some light off-road. Mainly dusty tracks and smooth fire trails – and the rider aids may come in handy there too, especially for less experienced riders.
As you’d expect, the new Scrambler comes with a huge number of accessories for both you and your bike. Remember, you’re not just buying a motorcycle, you’re buying into ‘the land of joy’, or ‘just PROs’, as the new hashtag tells you and everyone else. Some may grimace at the marketing and ‘cool’ imagery, but it works for Ducati at hitting a new audience. And I have to say the clothing and accessories range really is pretty cool.
2021 Ducati Scrambler 1100 Pro is perhaps even more handsome than its Ohlins suspended richer Sport Pro sibling
THE VERDICT PLEASE
I really enjoyed the now venerable Ducati Scrambler 1100, and appreciated the simple air-cooled platform. It was unassuming, yet sophisticated, and elegant. It handled, and had just enough power to brighten up your day.
Ducati has now upped its game, and I adore the new styling. The new Scrambler is a significant step above over the older bike. But, if you were wanting more power and improved handling, then you may be slightly disheartened.
Compared to the BMW and Triumph Scrambler competition, the Ducati is down on power and torque.
But if you are hoping for Italian panache, and arguably the best styling in this sector, then look no further.
Your only decision now is PRO or Sport PRO?
2021 Ducati Scrambler 1100 Pro is $2700 cheaper than the Sport Pro
1100 Sport PRO Specifications
Engine
1,079 cc, L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled
Bore x Stroke
98 x 71 mm
Compression Ratio
11:1
Claimed Power
63 kW / 86 hp at 7,500 rpm/min
Claimed Torque
88.4 Nm at 4,750 RPM
Fueling
Electronic fuel injection, Ø55 mm throttle body with full Ride by Wire (RbW)
Gears
6 speed, Straight cut gears, Ratio 1.85:1,chain; Front sprocket 15; Rear sprocket 39, /1=37/15 2=30/17 3=28/20 4=26/22 5=24/23 6=23/24
Clutch
Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run
Frame
Trellis
Forks
Öhlins fully adjustable Ø48 mm usd fork
Shock
Öhlins monoshock, pre-load and rebound adjustable
Tyres /Wheels
10-spoke in light alloy, 3.50″ x 18″ / 10-spoke in light alloy, 5.50″ x 17″
Front Brakes
2 x Ø320 mm semi-floating discs, radially mounted Brembo Monobloc M4.32 callipers, 4-piston, axial pump with Bosch Cornering ABS as standard equipment
Rear Brake
Ø245 mm disc, 1-piston floating calliper with Bosch Cornering ABS as standard equipment
Electronics
Riding Modes, Power Mode, Ducati Safety Pack (Cornering ABS + DTC), RbW, LED light-guide, LED rear light with diffusion-light, LCD instruments with gear and fuel level indications, Steel tank with interchangeable aluminium side panels, Machine-finished aluminium belt covers, Under-seat storage compartment with USB socket
Instrumentation
LCD
Dry Weight
189 kg
Kerb Weight
206 kg
Seat Height
810 mm
Wheelbase
1,514 mm
Rake / Trail
24°.5 / (4,4 in)
Fuel Capacity
15 L / 5.2 l/100km – CO2 120 g/km
Service Intervals
12,000 km /12 months
Warranty
24 months unlimited mileage
Available
Now
Price
$21,100 Ride Away.
1100 PRO Specifications
Engine
1,079 cc, L-Twin, Desmodromic distribution, 2 valves per cylinder, air cooled
Bore x Stroke
98 x 71 mm
Compression Ratio
11:1
Claimed Power
62,3 kW / 86 hp at 7500 rpm
Claimed Torque
88.4 Nm at 4750 rpm
Fueling
Electronic fuel injection, Ø55 mm throttle body with full Ride by Wire (RbW)
Gears
6 speed, Straight cut gears, Ratio 1.85:1,chain; Front sprocket 15; Rear sprocket 39, /1=37/15 2=30/17 3=28/20 4=26/22 5=24/23 6=23/24
Clutch
Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run
Frame
Trellis
Forks
Marzocchi fully adjustable Ø45 mm usd fork
Shock
Kayaba monoshock, pre-load and rebound adjustable
Tyres /Wheels
10-spoke in light alloy, 3.50″ x 18″ / 10-spoke in light alloy, 5.50″ x 17″
Front Brakes
2 x Ø320 mm semi-floating discs, radially mounted Brembo Monobloc M4.32 callipers, 4-piston, axial pump with Bosch Cornering ABS as standard equipment
Rear Brake
Ø245 mm disc, 1-piston floating calliper with Bosch Cornering ABS as standard equipment
Electronics
Riding Modes, Power Mode, Ducati Safety Pack (Cornering ABS + DTC), RbW, LED light-guide, LED rear light with diffusion-light, LCD instruments with gear and fuel level indications, Steel tank with interchangeable aluminium side panels, Machine-finished aluminium belt covers, Under-seat storage compartment with USB socket
Instrumentation
LCD
Dry Weight
189 kg
Kerb Weight
206 kg
Seat Height
810 mm
Wheelbase
1,514 mm
Rake / Trail
24°.5 / (4,4 in)
Fuel Capacity
15 L / 5.2 l/100km – CO2 120 g/km
Service Intervals
12,000 km /12 months
Warranty
24 months unlimited mileage
Available
Now
Price
$18,400 Ride Away
2021 Ducati Scrambler 1100 Sport Pro
Scrambler 1100 Pro available on the road for $18,400 Ride Away, while the Scrambler 1100 Sport Pro will be $21,100 Ride Away.
‘Father’ of the desmodromic system and designer of numerous revolutionary motorcycles
On the day of the 100th anniversary of the birth of Fabio Taglioni, Ducati celebrates and honours the memory of the italian engineer, designer of numerous revolutionary projects. Among these, the application of the desmodromic distribution system stands out, a technology with which Taglioni inextricably linked his name to the success story of the Bologna-based motorcycle manufacturer.
Born in San Lorenzo di Lugo on 10 September 1920, Taglioni graduated in mechanical engineering in 1943 and joined Ducati in the role of Technical Director on 1 May 1954, a date that marks the beginning of a flourishing of projects, ideas and patents that earned a place for the legendary Ducati-Taglioni pairing in the two-wheeled world.
The Ducati 100 Grand Sport – Image Phil Aynsley
Only 40 days after joining Ducati, Taglioni created his first marvel – the Gran Sport 100, also known as ‘Marianna’ – which immediately became a force in Italian Gran Fondo long-distance road races.
In Lugo di Romagna, Taglioni’s hometown, an event was held to pay homage to the memory of the brilliant engineer
In the wake of the successes achieved by the Gran Sport 100 and 125, the engineer from Lugo chose to devote himself fully to racing and to embark on the ambitious project of the desmodromic distribution system. Until then, the ‘desmo’ represented a technical and engineering gamble, but Taglioni demonstrated that he had the tenacity and skills to study it, perfect it and make it a winning idea. The first bike to be equipped with the desmodromic system was the 125 GP Desmo, which won its first Grand Prix a month after its debut and established itself in time as the fastest 125 in the world.
In the following years Taglioni actively participated with his work in the industrial rebirth of Ducati, creating projects such as the 175 Gran Turismo and the birth of the Ducati Scrambler, thus demonstrating a level of engineering excellence that was not limited to speed, but also included reliability and resistance.
1971 Ducati 750 GT – Image Phil Aynsley
After having contributed to making Ducati an international brand, Taglioni went back to devoting himself to new projects and prepare Ducati’s return to racing which took place in 1971 with the 500 GP, and in 1972 with the debut of the 750 GT, the first twin-cylinder production bike in the history of the Bologna-based manufacturer, powered by a 90° longitudinal two-cylinder engine. The 750 Imola (a production derivative of the GT) made its debut in record time at the Imola 200 miles and in front of 85,000 spectators achieved one of the greatest feats in the history of motorcycling, with Paul Smart and Bruno Spaggiari crossing the finish line in front of everyone. Until the end of his career Taglioni continued with innovation and experimentation in the racing field, putting his signature on projects such as the Pantah 500 and 750 F1.
Taglioni had around 1000 engine designs to his name over his 40-year career
The life and career of engineer Fabio Taglioni were celebrated with an evening entirely dedicated to his memory on Wednesday 9 September in the Pavaglione of Lugo di Romagna, his hometown. The event, sponsored by the municipality of Romagna, saw the participation of Ducati in the figure of the Curator of the Ducati Museum Livio Lodi, who recalled the fundamental stages in the history of collaboration between Taglioni and Ducati. The evening was also attended by the Mayor of the city Davide Ranalli, the Regional Councillor for Tourism Andrea Corsini, the writer Luigi Rivola and many other personalities such as the famous Italian comedian Giuseppe Giacobazzi, who recounted in his personal style the historic feat of the Ducatis and Taglioni at the Imola 200 miles in 1972.
Long time Ducati factory racer Bruno Spaggiari (L) and Taglioni’s right hand man Franco Farne (C) greet Fabio – Image by Phil Aynsley
The mini-series ‘Fabio Taglioni – A Life of Passion’ is currently being broadcast on the Ducati YouTube channel.
Ducati getting a little harder edged with soft-roaders
What comes next…?
Ducati have until recently never really played up the off-road chops of the Multistrada, they didn’t pretend that they were gunning for the sort of off-road ability BMW GS aficionados have come to expect. Instead Ducati concentrated on pushing the road performance and all-round touring ability and comfort provided by the Multistrada platform throughout much of the model’s history. Things do seem to be changing in this space though….
The original Multistrada was marketed as ‘a versatile, new-generation sport bike’
Ducati Multistrada History
That first 992 cc Multistrada in 2003 was a little half-baked in regards to its touring amenity (that seat!), and performance (84 hp), but the model started to hit the mark a little more accurately with the introduction of the S version complete with Ohlins suspension in 2005.
A 620cc version was also introduced at a much lower price point in 2005 and used an improved version of the 618 cc Monster engine and the by now discontinued 600 SS model. That year (2005), the Multistrada 1000 DS retailed for $18,995 while the 620 Multistrada was a much more affordable $14,495. The smaller bike had a 20 mm lower seat and weighed more than 13 kg less than big brother. A 15-litre fuel tank held five-litres less than big brother but both models sported improved seats (hallelujah) and taller screens. The 620 also had a conventional swing-arm while the larger capacity machines had always sported single-sided swing-arms.
A 620cc version was also introduced at a much lower price point in 2005.
2007 saw the engine grow to 1078 cc and longer service intervals start to be adopted by Ducati via engineering improvements that were aimed at changing Ducati’s reputation for high servicing costs. This factor was obviously very important for machines that would be expected to clock up plenty of touring kilometres.
2007 saw the engine grow to 1100 cc
These improvements signalled Ducati’s intention to evolve the Multistrada into a more up-market offering and the model continued to make leaps forward in all round performance and road manners. The model also took on more importance in the Ducati line-up with the discontinuation of the ST range of sports-tourers in 2007.
In 2010 the Multistrada grew to 1200 cc
With the arrival of a new decade the Multistrada grew to 1200 cc in 2010 and the option of electronically controlled suspension was adopted. This was the first time that Ducati even mentioned any semblance of ability away from sealed roads in regards to the Multistrada.
2013 saw the Gran Turismo model introduced.
2014 saw the arrival of the second generation Testastretta 11° DS engine which then also gained variable valve timing. The Superbike derived engine was modified to be more malleable in its touring role but could still be a little recalcitrant in stop-start riding, it still begged to be flogged. Variable valve timing was the introduced to further tame the beast and make the engine much more flexible and more suitable for touring. It was now starting to become a much more polished performer.
Ducati Multistrada 1200S (2016)
In the most recent decade Ducati really started to put more significant resources and efforts into the robustness of the model and at 15,000 kilometres the service intervals are now equal to best in industry. Valve clearances are still a little more involved than required on conventional engines but are now required only every 30,000 kilometres.
Ducati Multistrada 1200 Testrastretta DVT (2016)
2016 saw Ducati start to put a little more of an off-road slant with the introduction of the ‘Multistrada 1200 Enduro’ variant that was much taller, offered much more ground clearance and sported a huge 30-litre fuel tank.
In 2016 the Ducati Multistrada Enduro was introduced and the marketing started to get a little more dirty
The rims were spoked and the front increased to 19-inches in diameter for more off-road stability. This was the first time Ducati really started to use more seriously off-road specific shots in their marketing for the Multistrada.
Ducati Multistrada Enduro (2016)
Marketing shots of the earlier models were pretty much all strictly on bitumen but the introduction of the Enduro model saw Ducati actually start to market the bike as being off-road capable.
Ducati Multistrada 1260 Enduro
In recent years the sporting potential of the Multistrada has been pushed by Ducati through their involvement at Pikes Peak International Hill Climb, which they won in 2018 with Carlin Dunne victorious on a Multistrada 1260. Sadly, Dunne was killed the following year while trying to repeat that feat on the new Streetfighter V4.
2018 Ducati Multistrada 1260 Pikes Peak
The latest off-road oriented version is dubbed the Multistrada 1260 Enduro and is powered by the full-monty 1262 cc Tesastretta DVT engine that puts down 158 horsepower and 128 Nm of torque. The semi-active Sachs suspension gains more travel compared to its road going siblings with 185 mm of stroke at both ends but in the market it is still not largely seen as a genuine off-road option in the adventure-touring segment.
Ducati Multistrada 1260 Enduro
This year Ducati entered the 2850-kilometre Transanatolia Rally with factory test rider Andrea Rossi on a Multistrada 1260 Enduro. While the top places were predictably all taken by pure competition based 450 enduro bikes, with rally legends Xavier De Soultrait (Husqvarna FE450) and Adrien Van Beveren (Yamaha WR450F) finishing first and second respectively, at the end of the seven-day competition the first larger capacity machine home was Rossi on the Multistrada 1260.
Transanatolia Rally with factory test rider Andrea Rossi on a Multistrada 1260 Enduro
The Italian was ninth outright in what was a 25-rider field, somewhat lower in numbers than normal due to travel restrictions caused by the current global health crisis. Still, an impressive achievement, and the first twin-cylinder machine home after a serious week-long competition that is a true test of man and machine.
Transanatolia Rally with factory test rider Andrea Rossi on a Multistrada 1260 Enduro
It would be interesting to know just how modified the machine was for the trek but Ducati did note that the bike sported options from their Performance Accessories range that included protection bars, radiator guards and higher muffler. Ducati also stated that ‘the configuration was standard with the exception of a high saddle more suitable for extreme off-road, suspensions adjusted according to the type of route and side number plates required by race regulations.‘ Thus it seems they are claiming that very limited modifications were made for the competition.
Transanatolia Rally with factory test rider Andrea Rossi on a Multistrada 1260 Enduro
“Since 2016 I started working with Ducati on the development of the Multistrada Enduro project, so I know very well its potential, its robustness and its countless qualities, which is why it was decided to participate in a demanding rally like the Transanatolia with a practically standard bike,” explained Andrea Rossi.
Transanatolia Rally with factory test rider Andrea Rossi on a Multistrada 1260 Enduro
“The rally proved to be even more challenging and complete than I thought. We had to tackle exhausting stages of slow, stony and technically punishing mountain, very fast stages on the Anatolian dirt tracks and stages on the sand of the Black Sea beaches. The Multistrada 1260 Enduro overcame all adversities in an excellent way. For me it was a great joy to take it to victory in the Twin-cylinder category and in the top 10 of the overall classification“.
Transanatolia Rally with factory test rider Andrea Rossi on a Multistrada 1260 Enduro
Ducati now also run a DRE Enduro Academy in Europe, a riding course that helps riders refine their off-road riding technique on Multistrada models.
This more recent focus towards off-road performance and exhibiting that potential publicly could mean Ducati will take even more steps towards being more competitive in the harder side of the adventure segment.
Transanatolia Rally with factory test rider Andrea Rossi on a Multistrada 1260 Enduro
There are spoked rim versions of the Scrambler 800, including the retro styled Desert Sled that sports a 19-inch front and 200 mm of suspension travel. We are yet to see any real off-road styled or suspended variant of the new 1100 Scramber range though…
2018 Ducati Scrambler Desert Sled
Could we see Ducati do a more hard-core version of the lighter 178-kilogram 950 Hypermotard complete long travel suspension and a 21-inch front…?
2020 Ducati Hypermotard 950 RVE – Could we see a hard-core off-road adventure bike made from this?
The Hypermotard lay-out doesn’t exactly cosset the rider, but it does highlight how Ducati can do light. The current 950 version of the Multistrada is only a few kilograms lighter than the 1260, thus it would seem that if they wanted to offer a more hard-core model in the adventure market then the chassis would have to be derived from something more minimalist.
Of course this recent focus towards the more off-road persona of the Multistrada, and Ducati pushing some Multistrada marketing along those lines could be, and probably is, simply an effort to promote the Multistrada brand as a whole. Still, the shift in marketing towards these aspects does fill me with hope that Ducati might indeed surprise us with something very dirty in due course.
Ducati Scrambler DesertX concept
And at EICMA last year they did show off this Scrambler DesertX concept bikes….
The mid ‘80s was an interesting period for the Italian motorcycle industry… and resulted in some equally interesting bikes being produced. At the forefront of this time was the urge to market factory ‘choppers’ mimicking the Japanese factories offerings.
The Indiana 750 was an unsuccessful attempt to copy Japanese factory choppers
Morini had their Excalibur and Moto Guzzi the Florida – and Ducati had the Indiana! All were memorable sales flops.
The Morini ExcaliburMoto Guzzi’s Florida
The Indiana was amongst the first new models developed after the Cagiva takeover in 1985. It was introduced in 1986 and was made in three capacities – 750, 650 and a 350cc version for the domestic market.
The 750 was the largest capacity version of the Ducati Indiana produced
The square section full-cradle frame was similar to that of the Elefant, but newly designed for the Indiana and featured a rake of nearly 33º. The motor was based on the 650 Alazzura’s but with a wider spread of gear ratios and Bing constant-vacuum carburettors. The 750 version featured different exhaust headers and collector, head, tail lights and dash.
The Indiana was not a success (surprise!) with only about 2,250 of all models being built (1,800 being 650s). Police versions of the 650 and 750 were offered from 1988 through to 1990 but only 64 were produced. The 750 made 53 hp at 7000 rpm, with a dry weight of 180 kg.
The Ducati Indiana was not a success, with only about 2,250 ever made
This bike is one of two brought in for evaluation by the Australian importers Frasers.
Following on the the previous column that featured Ducati’s first multi-cylinder motorcycle (Link), I thought it would be good to look at Ducati’s next attempt at a parallel twin – the 1958 125 GP bike.
It first raced at that year’s Italian GP at Monza and was part of one of the company’s most notable racing achievements, taking the top five places in the 125cc race, throughly eclipsing the MV Agusta team.
The Twin was ridden by Francesco Villa and finished in third place behind winner Bruno Spaggiari and Alberto Gandossi and in front of Dave Chadwick and Luigi Taveri – both on better handling Ducati singles.
The 125 twin had a bore of 42.5 mm and a stroke of 45 mm
The 125 Twin made 22.5 hp at 13,800 rpm but the three camshaft Desmo valve gear allowed a maximum of 17,000 rpm to be touched on over-run if required. A six-speed gearbox was used to try and keep the revs within the narrow power band.
Frame was a double-cradle and it rolled on 17-inch rims
It was the combination of the peaky power characteristics, the relatively high weight of 92 kg and an output that was barely more than the 125 Desmo single which saw development of the Twin basically cease with only three being built.
The Twin again finished third in the following year’s Monza GP, this time with Taveri riding. After that it was campaigned by Ducati’s partner company Mototrans in Spain beginning in 1962, where Bruno Spaggiari won numerous events.
Fuel was supplied by a pair of 23 mm Dell’Orto carburettors – Compression ratio was 10.2:1
Mototrans did continue to develop the bike which saw maximum power increase to 24 hp at 15,000 rpm, together with a wider power band. The Twin was raced in Spain (and also in Italy) right through into the 1966 season. Ducati’s 125/4 (to read more about it click here) was designed to be the replacement for the Twin in Spanish competition. The bike seen here is Villa’s third placing Monza machine.
Ducati Scrambler Pro & Sport Pro arriving in Australia September
The Ducati Scrambler 1100 Pro and Sport Pro editions will be arriving in Australia from September 2020, with the Scrambler 1100 Pro available on the road for $18,400 Ride Away, while the Scrambler 1100 Sport Pro will be $21,100 Ride Away.
Ducati Scrambler 1100 Sport Pro
The Ducati Scrambler 1100 range is driven by the air-cooled Desmodromic L-twin 1079 cc engine with 84 horsepower at 7500 rpm and 88 Nm at just 4750 rpm.
The Ducati Scrambler 1100 Pro stands out for its new two-tone ‘Ocean Drive’ colour scheme, combined with a steel trellis frame and rear aluminium sub frame, both black. The aluminium covers are also black. A new right-side dual tailpipe and low-slung plate holder ensure distinctive rear-end styling and, together with the new livery, give the bike a coiled, compact look.
Ducati Scrambler 1100 Sport Pro
Another hallmark is the framed headlight; inspired by the protective adhesive tape used back in the ‘70s, a black metal “X” has been incorporated inside the headlight.
The Ducati Scrambler 1100 Sport Pro is the beefiest version in the Scrambler family. It features all the styling details of the Pro, but also features an upgraded equipment set including Öhlins suspension, lowslung handlebars and Café Racer rear-view mirrors. The 1100 Sport Pro also features a Matt Black colour scheme, complemented by side panels sporting a painted 1100 logo.
Ducati Scrambler 1100 Sport Pro
The Ducati Scramblers 1100 Pro models also offer strong electronic packages, equipped with Ducati Traction Control (DTC), and three standard Riding Modes (Active, Journey and City).
16-year-old Oli Bayliss, son of Superbike legend Troy, has been racing in the ranks of Australian Supersport since last year but with the pandemic induced break in ASBK the youngster has decided to try his hand on the big V4R Superbike at this weekend’s second round of Queensland’s Southern Downs Road Race Series at Morgan Park.
Oli Bayliss
“I’m super excited to announce at this weekend’s Pirelli Southern Downs Road Race Series, that I will make my debut outing on the DesmoSport Ducati V4R at Morgan Park Raceway. This is a huge moment in my racing career, and something which I am very, very grateful for. I honestly cannot thank Ben (Henry) and Dad enough for giving me this opportunity. I’m just really excited to see what the team and I can do this weekend. Being my first outing on a Superbike, I’m not going to put too much pressure on myself. I’m simply just going to go out there and have some fun and get comfortable on the bike. I’m very lucky that I’ll have Ben, Mike and Dad in my corner ‘coaching’ me through my first weekend of racing on the Italian machine, so I’m in very good hands. Once again, massive thanks to the DesmoSport Ducati team, our sponsors, and everyone who supports the team and I. I can’t wait for the weekend, that’s for sure!”
Oli Bayliss will ride the DesmoSport Ducati V4 R at Morgan Park this weekend
Team Co-Owner – Troy Bayliss
“I’m pretty excited to see Oli make the step to a superbike and I’m glad we’re in a position to be able to make that debut on a Ducati. It’s crazy to think that I was over 10 years older than Oli when I first raced a Superbike, but the reality is that he’s ready for it. He’s grown up a lot over the last 18 months, both mentally and physically and both Ben and I are looking forward to helping him make the step from Supersport to Superbike successful“.
Troy and Oli Bayliss at Phillip Island earlier this year
DesmoSport Ducati team-mate Mike Jones will also race this weekend and young Oli is not expected to match his more experienced senior but will instead just use the event to gain some experience on a more powerful Superbike after cutting endless laps on a 600 around the busy three-kilometre Morgan Park circuit. The race opens the door for Bayliss to line up alongside Jones aboard the V4R, despite only riding a handful of laps on Jones’ race bike prior to the weekend.
Mike Jones
“The year has just been so unpredictable, and it’s unfortunate that we haven’t been able to race ASBK, but we’re all in the same boat. We’ve been lucky to an extent that we’ve been able to ride, test, and even race this weekend coming, to stay sharp, so I’m excited to get back on track. I’m actually looking forward to seeing Oli on track this weekend too to be honest. Riding a Superbike like the V4R, with so much more power and weight, means the way you ride the track changes quite a lot compared to Supersport, but if anyone can adapt quickly, it will be Oli. It’s great to see young riders stepping up and I’m looking forward to showing Oli how to win on a V4R (laughs)!”
DesmoSport Ducati V4 R at 2020 Round One
Team Co-Owner – Ben Henry
“Oli has been doing a great job on the R6, but as Troy has said, he’s been reaching the limits of the bike as he continues to learn, and now it’s time to step up to a new challenge to keep that learning curve going. He’s a good kid, and already a great rider, so to be able to put him on track alongside experienced riders like Mike will be beneficial to him. For Mike, the weekend is another opportunity for us to keep developing the V4R and staying sharp, in case we can get this season back underway. He’s a motivated racer and I know he can’t wait to get back in a race situation“.
Thanks to Andrea Dovizioso’s spectacular victory at the Austrian GP, Ducati achieved its 50th overall MotoGP success in Austria on the weekend. It is an important milestone for the Borgo Panigale manufacturer: thanks to the determination and dedication of the many technicians and engineers involved in the development of the Desmosedici GP bike, Ducati has had a rich history of success in the most prestigious World Motorcycle Championship, where it has been present in its premier class since 2003, after the introduction of the new regulation for four-stroke engines.
Ducati celebrate 50th MotoGP victory
The first Ducati Desmosedici GP bike was entrusted in the hands of Loris Capirossi and Troy Bayliss, who soon were able to take it on the podium. In the opening race at Suzuka in Japan, the Italian rider finished third at the finish line, taking the first of the 155 podiums obtained by the Italian factory (136 with the official team and 19 with the satellite teams).
Troy Bayliss won the Valencia MotoGP final in 2006
Also in 2003, at the Autodromo del Mugello, the new Desmosedici GP bike entered the history of motorcycling scoring the overall record of maximum speed (332.409 km/h with Capirossi). In their home race, at the Italian GP, Loris also took the second place, completing an all-Italian podium with Valentino Rossi and Max Biaggi.
Troy Bayliss won the Valencia MotoGP final in 2006
A few weeks later, Capirossi gave Ducati its first MotoGP victory at the Catalunya Grand Prix, after an exciting race at Montmelò Circuit. For the Italian, it was the first of seven successes achieved with the Desmosedici machine from 2003 to 2007. In 2006 Troy Bayliss, who took part in the 2003 and 2004 MotoGP seasons with Ducati, spectacularly won the last Grand Prix of the season in Valencia, in his only appearance as a substitute for the injured Sete Gibernau, after becoming World Champion in WorldSBK with the Italian manufacturer.
Casey Stoner – Phillip Island – 2007 – The year Ducati had the most MotoGP wins was 2007, the season in which Casey Stoner, with ten successes, became World Champion.
But it was in 2007, when the technical regulation brought the engines from 1000cc to 800cc, that Ducati reached the pinnacle of its MotoGP success. With ten wins and 14 podiums, Casey Stoner became World Champion, and the Bologna-based factory won the manufacturers’ title in the category.
With ten wins and 14 podiums in the one season, Casey Stoner became the 2007 MotoGP World Champion
After this fantastic season, the Australian champion won another 13 victories in three years with Ducati and became the most successful rider onboard the Desmosedici GP bike, with 23 victories.
Casey Stoner (23) is the rider with the most wins with the Ducati Desmosedici GP bike. Andrea Dovizioso (14), Loris Capirossi (7), Jorge Lorenzo (3), Troy Bayliss (1), Andrea Iannone (1) and Danilo Petrucci (1) follow
After Stoner’s last success at Phillip Island in 2010, in 2016 it was Andrea Iannone in Austria and then Andrea Dovizioso in Malaysia to bring Ducati back on the top step of the podium.
Andrea Dovizioso took Ducati’s 50th MotoGP victory at the Red Bull Ring last weekend
With a Desmosedici GP bike increasingly performing thanks to the evolutions introduced over the years, like the innovative wings that have revolutionized the conceptions of aerodynamics, Dovizioso from 2017 to today has taken 14 more victories.
Jorge Lorenzo was let go by Ducati then promptly won his first race on the Desmosedici the same weekend as the split was announced, and took three victories on the Ducati in season 2018
These have to be added to the three successes of Jorge Lorenzo in 2018, and the exciting win of Danilo Petrucci last year in Mugello, in front of the big audience of Ducatisti fans present in the stands.
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