'99 996!
'99 996!
Ducati Proves that size does matter
DUCATI'S 916 SUPERBIKE HAS BEEN a tremendous hit since day one. Its soul-stirring sound and impressive engine performance, combined with telepathic handling and gorgeous styling, give it all the makings of a true sportbike icon. When you’ve got something this good, why mess with it?
Because it’s time, that’s why. Since its introduction in 1994, the 916 has seen only minor revisions, yet has maintained a strong showing in both sales and outright performance-not an easy thing to achieve in this age of rapid technological change. Eventually the competition closes in, but the battle-hardened recognize when it’s time to take action.
So while the rumors of a forthcoming 75-degree V-Twin Superbike with variable desmo valve gear and alternative front suspension await confirmation, we have this new-for-’99 Ducati 996. In the course of maintaining its stronghold in World Superbike competition, the 916 engine has gradually grown in displacement, with subsequent 2mm bore jobs boosting displacement first to 955cc, then to 996cc. And now, the factory has applied the same 98 x 66mm cylinder dimensions to its streetbikes, so road riders can experience the thrill of a lusty 996cc V-Twin for themselves.
This isn’t the first time that Ducati has offered a 996cc engine to the buying public, but it is the first time that the nearliter Twin has graced anything other than the higher-performance, limited-production (read: pricey) SPS models. The same holds true for the 996’s dual fuel injectors. But unlike the sequential system employed by the SPSs, the 996 retains the 916’s CPU, which triggers the pair simultaneously.
But bigger pistons and dual injectors aren’t the only changes. There’s also a new airbox with improved seal and venturi-shaped intake ducts, plus larger-volume exhaust mufflers, which
work together to reduce noise levels. New crankshaft material offering higher tensile strength has also been employed to handle the increased power loads. A new clutch-basket design and actuator system is also said to improve reliability.
So, is bigger really better? Anxious to find out, Cycle World put a 996 through the usual testing regimen. While the bike’s appearance and ergonomics are unchanged, the revised engine definitely feels torquier than its predecessor. Runs on the CW dyno produced a graph to substantiate this feeling. Peak horsepower has increased from 101 to 106 bhp at 8600 rpm, while there’s a 5to 10horse gain throughout much of the rev range. Torque is equally impressive with 68 foot-pounds at 7000 rpm, 7 ft.-lbs. greater than the 916. Throttle response is superb and power delivery, like that of the old motor, is very linear. Whether you’re chilling out in a set of curves or cruising around town, the 996’s added low-to-midrange punch is easily appreciated.
But the loping sound of the big desmo Twin at low revs is only the opening act. Spin the engine past 6500 into the heart of the powerband, and you hear and feel the beat of those big pistons at work. It’s at this stage that acceleration really begins to build with ferocity, the front wheel getting light (or wheelying in the lower gears) as the tachometer needle sweeps toward the 10,700-rpm rev limiter.
Such antics caused grief when launching the 996 at the dragstrip, however. On our first pass, the bike got off the line well, but midway through first gear rocked back a bit too far onto its rear wheel. The wheelie carried on through second, spoiling any chance of a good run through the timing lights. Feathering the clutch on the following launch-in an effort to keep the front wheel down-proved costly. The abuse dealt the Ducati’s dry clutch during the high-rpm launch cooked its plates, ending our day.
Although the initial 10.93-second/129.49-mph pass isn’t truly representative of the bike’s potential, the terminal speed gives some basis for comparison. Poor launch notwithstanding, the 996’s trap speed was 3 mph greater than the 916 tested in CW’s September ’98 issue. In a further show of force, the 996 reached a top speed of 161 mph, topping the 916’s 154mph showing by 7 mph.
Working a curvy road is where 996 nirvana is fully experienced, though. The 916 has long been a favorite corner-carver among sport riders, and the new 996 continues this legacy. Stability is unmatched, as is the level of rider feedback through the fully adjustable Showa suspension. The 996 pilot is always in tune with the marriage between his Michelin radiais and the road.
With 24.5 degrees of rake, 3.8 inches of trail and a stubby set of clip-ons, the 458-pound Twin takes some effort to hustle through high-speed switchbacks. But if you’re willing to trade a bit of stability for increased agility, the steering-head angle can be reconfigured to 23.5 degrees and 3.6 inches of trail simply by turning the eccentric head inserts.
As with Ducati’s new Supersport 900, the 996 has also received new front brake and clutch master cylinders with adjustable levers. As a result, brake-lever pull is now much firmer, delivering the kind of feel we prefer. Four-pot Brembo calipers now put the bite on thicker (5mm as opposed to 4mm), 320mm-diameter, stainlesssteel rotors, which should prove more resistant to warping. Stopping power, as always, is excellent.
One thing that hasn’t changed is the fact that bringing this Due to a stop tends to draw a crowd. Its sexy, exotic styling and drumming exhaust note are simply irresistible. Available in red or yellow, in biposto (Italian for two-seater) form only, the ’99 996 sells for $16,495. Our advice is to let the wife choose the color and share in the experience. Who knows? Maybe she’ll learn to appreciate the 996’s big pistons as much as you do.
-Don Canet
