Ducati 851 Sport

DUCATI 851 SPORT

Centerstage with Bologna's latest masterpiece

LOOKING FOR A SPORTING V-TWIN that can run wheel to wheel with inline-Four repli-racers? One that doesn’t have to apologize for its lack of cylinders? One that doesn’t suffer from a lack of horsepower? Step right up to Ducati’s 851 Sport.

As the basis for Ducati’s worldchampionship-winning Superbikes, the 851 shares many of its components with Doug Polen’s racer, but differs in its tuning and its employment of lights, mirrors and other street-legal amenities. As such, the 851 is the most advanced V-Twin streetbike on the market, even if it is a narrowly focused and costly machine.

For 1992, the latest edition has undergone a series of small but significant changes. One-millimeter-larger valves were sourced from the 888 Sport Production model and the 90degree V-Twin’s compression ratio was bumped a half point to 11:1. Ignition and fuel-injection curves were remapped and new silencers were fitted, as was a curved radiator, which provides additional cooling without increasing frontal area.

Those changes resulted in a claimed gain of six horsepower. Our testbike churned out 91 horsepower at the rear wheel, which puts it on par with Kawasaki’s ZX-7, but about 15 ponies down to the 750-class powerhouses, Kawasaki’s limited-edition ZX-7R and Suzuki’s GSX-R. Offsetting that deficit, though, is the Ducati’s torque output; its 56 foot-pounds at 6750 rpm has all the 750cc Fours covered.

The ’92 Duck’s added power, combined with more aerodynamic bodywork, enabled our testbike to speed through the quarter-mile in 11.53 seconds at 122 mph, and to rocket to a top speed of 147 mph. That performance places the 851 four-tenths of a second and 3 mph behind the class hot-rod GSX-R750 at the dragstrip and 3 mph slower than the Suzuki on the top end.

Like previous examples, the current 85 1 utilizes computer-controlled Weber-Marelli fuel injection. In nearly all situations, the system performs admirably, although we did experience some cold-starting problems and an occasional backfire on trailing throttle. Once warmed, the liquid-cooled, dohc, eight-valve engine performs magnifi cently. Power builds from 4000 rpm with best results coming between 7000 rpm and the 10,000-rpm redline. But even when shortshifted through its six-speed transmission, the 851 storms out of corners, shortening straight aways in impressive fashion.

Unfortunately, the Ducati `s frontbrake lines don't deliver equal perfor mance. The 12.6-inch floating rotors and four-piston Brembo Goidline calipers offer serious stopping power, but hose expansion creates a spongy lever feel. That is inexcusable on a modern-day motorcycle, especially one that costs $12,500. Similarly, the 851's multi-plate dry clutch met with complaints. Not only does the clutch groan and chatter-expected maladies from a Ducati clutch, nowadays-but engagement is narrow and abrupt. Factor in unreasonably stiff springs, and the 851's clutch can be a real handful, especially around town.

Like the engine, with its belt-driven cams and desmodromic valve-actua tion system, the Ducati's round-sec tion, chrome-moly steel-tube spaceframe is unique among its peers. Light and rigid, the frame is mated to topquality Showa suspension compo nents: a fully adjustable, 41mm upside-down fork up front and a simi larly adjustable, linkage-assisted shock in the rear. Both components are appropriately sprung and damped for serious sport riding, but are a bit harsh at slow road speeds; boulevard cruisers and freeway travelers should apply elsewhere.

Of course, the 851 Sport was not intended as a Saturday-night special. Rather, it was designed for drilling apexes and straightening high-speed sweepers. To that end, the 851 is fitted with sticky Michelin Hi-Sport radials that contribute to the bike's neutral steering and offer excellent traction. They do wear quickly, however; expect less than 1500 miles from the rear, a bit more from the front.

As a well-rounded motorcycle for the everyday enthusiast, the 851 Sport is hardly perfect. Besides the afore mentioned brake and clutch problems, the 851 `s limited steering lock makes parking-lot maneuvers an exercise in frustration and the silly self-retracting sidestand is an open invitation to the purchase of replacement left-side body panels. But the Ducati combines per formance, soul and tradition in a mechanically and visually stunning package that's unique in the sport of motorcycling.

Shortcomings aside, the 851 Sport is for real. And it's Ducati's best effort yet.

Matthew Miles

DUCATI

851

$12,500

HORSEPOWER/ TORQUE