Ducati Mh900e
Ducati MH900e
ITALY 2001
Art on wheels
WHEN DUCATI CHIEF DESIGNER PIERRE TERBLANCHE got the green light for the MH900e, he didn't realize the resulting machine would be regarded more as an icon of past glories than as what it actually is: a simple, stylish motorcycle.
Oldsters were reminded of the original 900SS-based Mike Hailwood Replica, one of the hottest mounts around, but Terblanche himself sees the MH900e as a modern interpretation of the old thunderer with a couple of common landmarks to signify the passing of the torch. Most meaningful among those signposts is the air/oil-cooled, sohc, 900cc VTwin, which has both displacement and engineering ties to the original power unit. Terblanche obsessed over details, such as wanting castings clamped around the oil sump to duplicate the fatter, rounder appearance of the old engine.
Before production could commence, however, there were several hurdles to clear. Top o’ the list was the collapse of Bimota. the Italian specialty bike-maker called upon to assemble the MH900e. Luckily, space was arranged back at Ducati, and bikes were built with the same exquisite craftsmanship that Bimota was to deliver. In fact, the MH900e has an air of quality about it that goes beyond Ducati’s respectable current standard. The paint is glossy and deep, and the windscreen fixtures, exclusive instrumentation and velvety controls emanate a sense of excellence that puts the MH900e in a class of its own.
Ties between old and new extend to the chassis. Visually, the similarities are obvious but geometrically speaking, it’s ’01 all the way. The 23.3-degree steering-head angle and 55.7-inch wheelbase are far more radical than anything Hailwood rode.
Sadly, the exhaust no longer uses the showbike's elegant megaphone mufflers. To satisfy noise requirements, a new' system was developed. A huge resonator compensates for unequal header length and keeps the exhaust note within noise limits. Megaphone-style tips help maintain the earlier theme.
As for the rest, the inverted 43mm Showa fork and sexy, single-sided swingarm, which teams with a Paioli shock, are state of the art. Same for the front brakes: Brembo 320mm rotors and four-piston calipers.
Riding impressions were limited to a single, very cold day. Even so. I needed little time to become aquainted with what will among Ducat is ti become one of the most coveted bikes of the decade.
The seat is tall, mandated to avoid contact between that exhaust and the rear wheel upon full compression of the shock. That, combined with low-set clip-ons, makes for a riding position that is not particularly comfortable. At least the large, white-faced tachometer is easy to read, the digital speedometer somewhat less evident.
Short and tall is not my favorite chassis setup, and on that cold day the Michelins simply refused to produce decent grip. Nonetheless, mediumand high-speed corners are the MH’s target territories, just like the old days. There, the red-and-silver machine shows its worth, diving gallantly onto the chosen line and providing a wonderful balance between response and stability.
Given its moderate pow er output, the MH900e is reasonably quick. Top speed exceeds an indicated 130 mph, and closely spaced gearing helps get the bike there promptly.
The MH900e will not be sold in dealerships, only on Ducati’s website. Although the price is high (around $15,000), the quality is even higher. Status as an icon not withstanding, Terblanche’s creation captures the emotion of the past without ignoring the present. That deserves merit.
Bruno de Prato
