Ducati 916

The Ducati 916 is a motorcycle category supersport / superbike of the Italian manufacturer Ducati. She was the first model in the range 748/916/996 / 998.

The 916 was introduced in 1994, in 1999 developed into the 996 and finally 2002 998. The development was the engine essentially. The design changed only in details. Unlike suggest the model names, the largest development step, the change from Desmoquattro - the so-called Testastretta engine with the introduction of the 998 was developed in racing new design was not only more powerful but also more resilient. When the series ended in 2004 with the 998, the successor was already 999 available.

  • 2.1 models
  • 2.2 valve sizes
  • 2.3 spark plugs
  • Weber- Marelli P8 3.1
  • Weber- Marelli 3.2 1.6 M
  • Weber- Marelli 3.3 1.6 M B1
  • 3.4 Using list
  • 3.5 EPROM versions

Model history

1994

With the Ducati 916 replaced the 888 from 1994. Through the continuous development of the 916 series Ducati succeeded his years of dominance in the World Superbike Championship continued.

The machine made ​​at the time by the spectacular design by Massimo Tamburini and Sergio Robbiano and innovative technical solutions for sensation. She was one of the first production motorcycle with exhaust silencers under the seat ( " underseat "). This design feature was later adopted by many manufacturers had not only aerodynamic reasons in the 916. In conjunction with the space-saving single-sided swingarm enabled a performance-enhancing design of the exhaust manifold.

The former co-owner Bimota Tamburini spent six years working on the project at 916 Cagiva before the first 916 models were at Cagiva Varese in production. It was not until the spring of 1995, the 916 was made ​​entirely at Ducati in Borgo Panigale. The frame of the 916 has been completely redesigned, with the engine Ducati resorted to a further development of the 888 engine. New crankshaft with two millimeters was more stroke. The intake valves with 33 mm and the exhaust valves with 29 mm were equal. The cylinder heads were at the front to give new developments with a lower stack height more space, especially in a shortened lag. The caster could be adjusted 97-91 millimeters. This was realized by a vertically 180 degrees rotatable steering shaft tube. The steering head or yoke angle is adjusted so that a degree of 24 ° 30 ' to 23 ° 30', without changing the wheel base. The front fork was fully adjustable in spring preload and damping, steering damped by a transverse between the steering head and tank steering damper, what Ducati had also applied for a patent. Used as engine control unit Ducati, not least in order to homologate the machine in different racing classes, the proven Weber- Marelli IAW P8 ECU. The 916 appeared as Strada, 916 SPO, and as 916 SP only with a single seat ( " single-seater "). The bench was supported by a welded aluminum tube frame.

1995

Approved for two people appeared for the first time as the 916 Biposto. The rear frame was now made ​​of steel, to accommodate the higher payload by two persons account. Since less space under the seat was available, they departed in the Biposto on the Weber- Marelli fuel injection system from 1.6. 1995 accounted for 916SPO, also the 916 series has been supplemented by the Biposto 748 and 748 SP, which were almost identical except for the smaller engine. After the death of racing driver Ayrton Senna Ducati produced a limited edition, the proceeds of which would go towards the Ayrton Senna Foundation. The 916 Senna was technically considered only a 916SP with the Strada engine and differed to the 916 Strada substantially. Only by their black - gray color, the red wheels and some carbon parts The chassis corresponded to the 916 SP with aluminum rear frame, single-seater bench seat, Öhlins shock absorber and cast iron brake discs front.

1996

For the model year 1996 the 916 adjustable brake and clutch levers. The Senna was no longer offered.

1997

From model year 1997, a reinforced airbox was installed. The 916SPS appeared with 996 cc displacement parallel to the 916SP. Compared to the SP, she was equipped with more carbon ( for example, rear hugger and heel guards ). The 916SPS was limited in the number of pieces and had as its predecessor, a plaque with production number on the fork bridge. The PLC received as WSBK Homlogationsmodell already the larger engine with the reinforced crankcase, which was offered in the other models until two years later. From the Senna it was a remake, this time in silver gray instead of anthracite and without Termignoni exhaust system. The 748 series has been extended by the 748S. The difference to 748 Biposto consisted Alurahmenheck and the single seat of the 748SP.

1998

The 916 received stainless steel brake and clutch lines, as well as another charge controller, with the also accounted for the charge indicator light. The 916 Biposto was to buy in Germany for the first time in yellow, which was only available for the 748 to date. The 916SPS and 748SPS were equipped with titanium connecting rods Pankl. The 916SPS had 996 cc and thus the biggest engine ever to be offered in a 916 from the factory. When 916SPS were Rear Stand, included red tarpaulin with writing and race exhaust system of Termignoni together with matching memory chip for the engine control unit. The Senna has now been offered for the last time in black and equipped with some carbon fiber parts.

1999

In 1999 there were 996 Biposto for two instead of one injector per cylinder ( as it is now at the SPS), a reinforced motor housing, lever, new hand pumps, brake discs and brake calipers front, now with two bolts. The PLC received another alternator with regulator, a lighter front wheel and brake discs made of stainless steel instead of cast iron as before because now were better brake pads with higher coefficients of friction available. In addition to PLC PLC / F ( F = Factory) was offered, which was seen by the replica decal set as the factory racing machine from Carl Fogarty.

2000

The 996 Biposto is equipped with Marchesini wheels and TiN - coated Gabelgleitrohren, and the 996SPS first time receives a standard Ohlins upside-down fork with TiN coated sliders. New is the 748E without adjustable steering head angle and without quick-release fasteners for cladding. The 748SPS is replaced by the 748R.

2001

The most important change for this year was the 996R with the constructed new Testastretta engine with 100 kW (136 hp). For the first time, the 996R got a full carbon fiber body and was still only available as a single-seater. This model was developed by Ducati only sells on the Internet at a price of 50000 then DM 996 and 996S you got as Biposto. The 996R had a steering damper from Öhlins, all other models have a Showa. As the 996SPS Model 2000 was equipped with a Ohlins upside-down fork with TiN coated sliders and an Öhlins shock absorber the 996R. The new engine of the R received completely new injectors in so-called "Shower " type. Here, the fuel is injected in the air box from the top of the intake tube and not, as usual, in the intake duct after the throttle valve. The 748 there were still as 748E, 748S and 748R. The 748R has been enhanced with an Öhlins upside-down fork.

2002

The 998 replaced the model 996 from 2002. The most important innovation was the introduction of the new kurzhubigeren Testastretta engine of the 996R from 2001 with 998 cc in three variants, the 998, 998S and 998R. The 998 engine was a tamer version with flat oil pan, which corresponded 998S engine the 2001 996R and the 998R engine was again enlarged in the bore version of the 996R engine. S and R engine also had a new peak oil pan with a deeper sump for a reliable oil supply. These three engines were used starting in 2003 in the successor model, the Ducati 999, last with 999 cc and 150 hp.

Specifications

Models

Models 916-998, there were different versions of the basic version listed here on the SP and SPS models and the R version. The latter had built a little more power and some higher-quality, proven in racing parts. Of the 998 in 2005 was still a so-called " Final Edition".

Valve sizes

Spark

Engine control units

Weber- Marelli P8

The first control unit used in the 916 series (ECU) is taken from the preceding models 851 and 888 and worked with a Motorola 68HC11 processor. The computer receives the current position of the piston of two sensors communicated, one located on the crankshaft and the other to the cam control. The P8 ECU can control all four injectors of the PLC and racing models individually, which is advantageous for a race. The control unit operates in the " open-loop " mode, that is without feedback from a lambda probe and used for the calculation of the injection quantity and the injection timing of only the throttle position and the speed. The data for the injection quantity and timing, the computer extracts a matrix of 256 values ​​, which is stored in the replaceable EPROM. The 256 values ​​are derived from 16 values ​​for the speed multiplied by 16 values ​​for the throttle position. These values ​​can be matched to the intended use of the engine, for use on public roads more values ​​are stored for lower speeds than for use on race tracks. Throttle position values ​​between zero and 83 degrees are used, as the throttle valve has been opened by about seven degrees in the idle state. Is measured between two stored values, the computer takes over the value for the next higher and the next lower speed throttle position. The read-out vector for the injection quantity and injection timing is corrected or the measured values ​​of other sensors, such as air temperature, air pressure and water temperature. These sensors are continuously sampled and compared to a table also stored in EPROM. If the supplied values ​​of the sensor is outside a predetermined range, the injection machine is based on a malfunction of the sensor, and to ignore the values ​​of this sensor. Also, the current -supply is included in the calculation, since a smaller board voltage the fuel pressure and thus may reduce the injected fuel quantity. The computer can handle separate mappings for the front and rear cylinder, but this option Ducati has never been used.

Weber- Marelli 1.6 M

This engine control unit only worked with a camshaft sensor. This pickup was from a wheel with 50 positions driven (48 teeth and two holes ). This results in 14.4 degrees of rotation of the crankshaft per tooth and 7.2 degrees of rotation of the camshaft. From these data, the ECU calculates the position of the crankshaft. Since the control device but was not as powerful as the P8 ECU, but considerably smaller, its introduction is mainly due to the limited space under the seat of Biposto models. The 1.6 -M ECU explicitly supports only the control of an injector for each cylinder.

Weber- Marelli 1.6 M B1

Further development of the 1.6 M; it be controlled separately two injectors per cylinder.

Use list

EPROM versions

Sales

Gallery

Ducati 916 SPS, 1998, Engine

Ducati 916 SPS, 1998, with Showa front fork, steel cast iron brake discs

Ducati 916 SPS, 1998 Instruments

Ducati 916 SPS, 1998, Heel Guards from CFRP

Ducati 916 SPS, 1998, central nut rear wheel

Ducati 916 SPS, 1998, Rear

Ducati 916 SPS, 1998, crown

Sport bike Superbike racing Italy Superbike World Championship Magneti Marelli Semiconductor memory Brembo Engine displacement Bore (engine) Coupling Hydraulics Curb weight Ducati 899 Ducati 1199 Ducati Desmosedici RR Ducati Hypermotard Ducati Monster Ducati Multistrada Ducati Desmosedici Ducati Supermono Ducati Cucciolo Ducati 750 GT Ducati 860 GT Ducati Paso Ducati 848 Ducati 1098 Ducati ST3
248859
de