Ducati 900sd Darmah

DUCATI 900SD DARMAH

CYCLE WORLD TEST

The Civilized Desmo Duck is Still Dynamite

In a world of massproduced. all-purpose missiles, it’s heartening to see there’s still room for something as specialized and soul-stirring as a Ducati.

Measured against the current crop of light-to-light pavement scorchers, these unique motorcycles may look to be a trifle short on oomph—but that’s a conclusion one discards as soon as the pavement begins to develop kinks. This year’s unprecedented batch of rockets—the Kawasaki Zl-R, Yamaha XS 11. Suzuki GS1000 and almighty Honda CBX—tends to make us lose sight of all the qualities that make superbikes super. Go-power is part of it. of course. But so is the ability to get around fast turns without wrestling matches. And it’s here that the Ducati more than holds its ground, even against the sophisticated suspension componentry of something like the GS1000. Where the GS1000 inspires confidence in its rider, the Ducati inspires a sense of oneness. If the Suzuki’s good manners make you feel like an instant expert, the Ducati makes you feel like a centaur.

Although the foregoing is particularly applicable to the almost-racer 900SS model, it’s true of all Ducatis, including the 900 Sport Desmo Darmah tested here. “Darmah” means tiger, and even though this new addition to the Ducati street lineup is hauling around substantially more weight than the SS model, there’s definitely a tiger lurking under that snazzy bright red clothing. You can feel its tautness, even on the freeway; like some superbly conditioned athlete, the bike convexs a sense of always being poised for action and always having some little extra held in reserve.

The Darmah is perhaps the most impressive update on the Ducati big bike street line since the first 750s were introduced six years ago. Intended as a somewhat streetified version of the SS. it includes all sorts of civilizing touches like all-new instrumentation, all-nexx electronic ignition, a new shifting mechanism for the 5-speed gearbox; a new electric starter, new horn, bigger battery, stronger alternator, double wall exhausts. C'ampagnolo cast alloy wheels and extra slick styling.

The price for all these amenities is about 60 lb. over the SS. a burden that takes a small bite out of performance, as you might expect. Nevertheless, the stock Darmah. as delixered. is a (barely) 12-sec. bike, w hich puts it close to some fast company. This performance can be improved considerably with substitute mufflers and bigger bore carbs, but the point is that out of the crate the Ducati w ill pull itself along quite respectably. >

I he laetor that makes the Darmah’s perlormanee noteworthy is its source, a.90deg. ohc V-íwin. a powerplant that goes back to motorcycling s infancy yet manages to compete on reasonably equal lootmg with the high-rev Multis favored in most of today s hot street setups. As its 1 ull name implies, our Darmah s breathing is aided by desmodromic valve control, as adapted by Ducati's slightly legendary and still active Dr. fa bio Taglioni (see accompanying story).

I here are students of motorcycle engine design who believe that bikes will ulti-

matelv return to V-Twins once the current Multi-Madness has run its course. The Darmah's powerplant makes an excellent ease in favor of this theory. Although it lacks the wild rush that’s characteristic of something like the new Honda Six. it is nevertheless strong enough to make this bike hard to catch when the going gets tw isty. And unlike the fours and Sixes, the Ducati s 863.9cc V-Iwin (the 900 comes from an optimistic rounding off of the odd number) delivers power almost from idle. I here's Harlev-like torque lurking in those alloy barrels, but with virtually no tradeoff in primary vibration. In fact, perhaps the most remarkable thing about this engine is how smooth it is. V-Twins. in theorv. cancel out virtually all priman vibrations, but not all of them manage this in practice. With the exception of the Duck. At freewav cruising speeds around 3500 to 4000 rpm it's eas\ to tune the VTw in out if vou want to. But chances are vou won't want to. The engine has a loveh beat and a sound all its own. One of the irreve rents around here said it behaved and sounded "like a Harlev with overhead cams.” Dr. T. isn't gonna like that.

Tvervone agreed, though, that besides being a substantial performer the Dueati V-Twin felt like a motorcvcle engine vvithout convex ing any of the old-time discomforts associated with such items. It arrived from Jim Woods' Glendale shops in an excellent state of tune, desmo valve train shimmed i'tnd w inkler-capped to perfect tolerances.

There followed an interval of torrential rain during w hich the Ducali was run for periods of about live minutes at intervals of about two hours; We didn't want to ride it in the rain, but we could at least listen to it everv once in awhile. This ritual had its logical conclusion in a set of fouled plugs.

With fresh plugs installed, the Ducati started as willingly as anything in the house. It requires a short time at full choke (the control lever is handilv located just below the speedo). a blip on the throttle, and then a short warm-up period (no choke) while it fusses and spits a bit. Too much throttle blipping w ill bring on Hooding; both the 32mm Dellorto carbs are equipped with accelerator pumps. The drill is easy once you're accustomed to it.

Internal engine lubrication is accomplished bv a gear-driven pump that draws oil from the bottom of the engine up through the heads and valve train. Return is accomplished bv gravity. Besides a regular filter cartridge, the engine employs centrifugal filtration w ith various particles accumulating around an access plug below the crank. The V-1 w in's oil capaeitv is 10 pints plus, which helps the engine run cool. I liis is particularly important for the rear (upright) cylinder, which is so mew hat shielded from cooling air.

The weight of all that oil also aids in keeping the Duck's center of gravity close to the ground.

Helical-cut gears operate the Ducati s primar) drive and the clutch is a wet. multi-plate setup that is a versatile and fussless ally. But the 5-speed gearbox (lubricated in common w ith the engine) is the biggest news item in the drivetrain. When the first 750cc Ducatis arrived, they came with European gear shifts on the right side of the bike. By the time the 860 Ducks hit these shores, in 1975, the shift was on the left side, but it was a cobbled up rig involving a crossover shaft. On the Darmah, the shift mechanism has been reengineered with the lever shaft working directly into the transmission. The result is smooth, positive shifting up and down the range. Neutral is a bit tricky to locate at times, but this presents no real difficulties.

A #530 drive chain transfers power from transmission to rear wheel, and this setup is peculiar to Ducati in that tension adjustment is made—awkwardly—at the swing arm pivot rather than at the rear hub. Properly adjusted, which was the way our test bike arrived, this chain drive is remarkably free of slop, which helps make the Ducati the responsive machine it is.

The Bosch electrical system is as up-todate as tomorrow, entailing, among other things, four-stage automatic ignition advance. A tiny AC generator lurking under the left side cover accomplishes this, moving the advance from 6 deg. at idle (900 rpm) to 16 deg. at 1800 rpm, 28 deg. at 2800 rpm and 32 deg. from 4000 rpm on up. A pair of coils fires the plugs, and the system worked smoothly throughout our test.

The electric starter has been beefed up, and is backed by a bigger 36 AH Yuasa battery which, in turn, is replenished by a 200 watt alternator. The kickstarter hasn’t been removed from electric starting Ducatis yet—it pivots below and in front of the right side rider’s footpeg—but this device is best left out of service; it can be the source of some nasty shin bites.

Lights are first rate, particularly the Bosch H4 quartz-halogen headlamp that comes as standard equipment. We’d like to see this on all street bikes.

All the electronic gear, including fuses, stows neatly under the big, sculptured 4gal. fuel tank.

The rock solid frame is unchanged from the first of the 860 models. It begins as a double cradle affair but stops short, with the two downtubes bolted to the engine block, which thus becomes a frame member as is current practice with the new Hondas. This arrangement seems to work> very well; we found no flex the first time around in 1975 and the arrangement seems flex-free on the Darmah. If there’s any fault to find with the Darmah layout, it’s that the combination of long wheelbase and 31-deg. rake make for unhandiness at low' speeds in tight going: The bike wants to fall over. But this is a trade-off for the Duck’s ability to eat up as many miles of fast, swoopy roadway as you care to feed it.

Suspension is Ceriani forks in front, Marzocchi shocks at the rear with five preload settings. These provide a ride and suspension response that rates as firm but well short of stiff and rarely what you’d call uncomfortable.

Although response was generally positive and free of any hint of wallowing or dive, we did encounter a certain amount of low frequency front-end oscillation, particularly in fast right-hand sweepers. The presence of a beefy steering damper made it plain that something like this might be coming, so it didn’t exactly come as a surprise the first time it showed up, nor was it particularly alarming. The damper offers seven adjustments, and we’d dialed in four clicks before we got the bike to behave with complete steadiness at high speeds.

The source of this slow wobble is something of a mystery. It may come from altered geometry—the Darmah uses 12-in. rear shocks, an inch lower than those employed on the previous 860. We’ve also heard some negative speculation concerning the tires in regard to this problem, but the rubber doesn't really strike us as a source of trouble. The bike arrived w ith Michelin M45's at both ends, and these proved excellent in every way, hot or cold. Like the handsome Campagnolo cast wheels, these tires are an example of the excellent factory-installed equipment that makes this motorcycle such a desirable thing to possess.

If the Suzuki GSlOOO’s good manners make you feel like an instant expert, the Ducati makes you feel like a centaur

The Brembo brakes are formidable. They are discs, of course, with cast iron rotors and double-piston calipers, two in front and one in the rear. Cast iron is good to see here, as the mass manufacturers have been using stainless steel rotors and have been having some problems finding a pad material which works against stainless in the rain. Iron doesn’t have this drawback and the Darmah brakes worked beautifully, wet or dry. Leverage in front was that elusive balance between heavy and all-locked-up. The rear could use a bit less leverage, as one needs a few days’ practice before a feather foot becomes a habit.

Atop the bike, there’s more of the same. The traditional Smiths instruments have given way to Nippondenso gauges and switches, which is a big improvement. The various warning lights still show some hysterical tendencies—the neutral light on our bike was willing to click on in either first, neutral, or second, take your pick—but overall the Ducati’s dashboard and switches have been brought forward a full decade.

Grips are firm rubber, very similar to those used by Yamaha, and are comfortable even for extended use in heavy going.

We wouldn’t go so far as to call the saddle really comfortable, but it’s certainly in step wfith the sporting nature of the beast. Lightly padded and backed by fiberglass, the whole thing lifts off for access to the little storage bin in the upswept tail section (wherein resides a rather ordinary collection of tools). Just sitting on that lean saddle gives one the feeling of counting down at Imola, a feeling reinforced by the rider’s knees' indents at the rear of the tank. (It also gives the impression of sitting directly atop the Uncle Sam strap, which is an accurate impression. No reflection on Dueati and nothing a good sharp jackknife wouldn’t cure.)

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DUCATI 900SD DARMAH

$3500

FRONT FORKS

The combination of high seal friction and low damping rates makes for a stiff ride, but one which yields good control and stability. An increase in compliance and comfort, with no loss in control, may be had by installing slicker seals and using heavier-than-stock fork oil.

REAR SHOCKS

Spring and damping rates are in keeping with the sporting nature of this bike. While softer shocks and springs would lessen the feedback through the Darmah’s firm seat, the trade-off would not be worthwhile in terms of control and stability in the corners.

Tests performed at Number One Products

Although the combination of low seat height and high footpeg height (for max cornering clearance) make the riding position seem a trifle awkward for the first few' minutes, this impression lasts only until you arrive at the first set of turns; from then on. the bike feels right.

The handlebars are something of a compromise, more of the civilizing that’s part of the Darmah theme. These are quite similar to the ones used on the first 860, with just a little less rise. The relationship of rider to saddle, footpegs, foot controls and bars is a surprisingly comfortable semi-racing crouch, although for taller riders the position might be a bit on the fetal side.

But once the scenery accelerates, there isn’t much time to think about the subtleties of your tuck; you’ll be too involved w ith the heady sensations the Duck generates as you swoop from side to side or lay over for some mighty sweeper.

The Dueati will drag its centerstand quite easily, particularly on the left side of the bike, and the exhausts come next. But by the time you begin grinding these items, you’ve already left a whole flock of Multis toiling along raggedly behind you.

Although some riders commented on the Darmah’s extra weight as a noticeable drawback for back road barnstorming, it still behaves like a Dueati, requiring little in the way of rider acrobatics to get it around turns. You can still think it through the turns; it may be that you have to think harder than was the case wfith the SS, but high speed control is still effortless.

The Darmah is perhaps the most impressive update on the Dueati big bike line since the first 750s were introduced six years ago

There are flaws other than those already mentioned, of course. Little things, like a kickstand cunningly hidden under the gear shift, or those tiger decals that smell strongly of hasty afterthought. And goodsized drawbacks, such as the bike’s true purpose. Civilized or not. this machine is designed for men who want to explore the outer limits of their ability to manage a motorcycle at high speed, filling the slack periods between excursions by honing shims and ordering spare parts. Try selling that set of appeals to your girl friend or wife.

But we don’t buy superbikes because they’re practical or tame. We buy them because they’re exciting, because they transport us to a realm that few of our fellow travelers ever visit.

Judged by this standard, it’s hard to position the new Darmah far from the head of its illustrious class. Class. It’s got plenty of that, along with enough flash to put some of the hairier machines on the trailer. The big load of improvements given to this new offering from Dr. T. and his pals in Bologna make it a contemporary bike in every sense, and Dr. T.’s special project—desmodromic valves—continue to set it apart from anything else on the market.

It’s not for everyone. The price and the demands of maintenance help to isolate the Dueati in the marketplace.

But for the man who has a place in his collection for one of the ultimate personal sports bikes of the day, well, here it is. S3