Ducati Motorcyles

The Ducati 916 was designed in 1993 and was launched in 1994. From launch outset it was a massive success; an incredibly beautiful machine with huge torque and great performance.

The 916 was initially available in two formats; the 916 Strada (a single seater would-be racer version) and the 916 Biposto, for those foolhardy enough to carry a passenger - if you've ever ridden on the back of one of these you'll know it is not for the faint-hearted. The experience may be likened to balancing precariously on 100mph+ piece of haddock attached by blue tack to the back of the bike - but hey, it is a serious adrenaline rush!
Ok ... to get back to the bike - the 916's styling was the creation of Massimo Tamburini while the eight-valve, liquid-cooled power plant was the result of the labours of Massimo Bordi.

Being a Ducati it did however have a couple of faults; it was very expensive and it was extemely unreliable. The price of these beauties has of course dropped over the years(you can now pick one up for less than £3,500) and the later versions were much more reliable.
In terms of ride-comfort this is no touring machine. Don't expect to cross continents (or even roads) and get off feeling bright and breezy.

The 916 motor is a delight for the rider. Even in original 916 form you have 100bhp to play enjoy. This power is produced by a liquid-cooled 90 degree V-twin. Sure, below 3000rpm the engine is a bit lumpy and the throttle throttle response is harsh, but once you open up the throttle and take the revs past the magic 4000rpm mark the 916 goes into orbit and continues all the way up to 9000rpm. In truth there's really no point in trying to go beyond this. It's definately different from the frantic buzzing of a big Japanese four but one I'm sure that you'll love. Keep your eye on the speedo though; 100mph can come up way too fast!
You need to remember that this a racehorse - the 916 needs regular care - service intervals are every 4000-6000 miles but make sure you get an annual service no matter how few miles you put in.

If you are keen to buy a 916 (and I can't blame you) just go into it with your eyes wide open. Spend some time checking it over and research the bike's history. Even when you buy on e-bay you are still entitled to go and take a look and have a test ride before buying.
The most common things to look for are:

Leaking fork seals - To check this pull on the front brake and move the front of the bike up and down. If there is a leak when you run your finger along the fork leg you'll feel oily deposits.

Loose Alternator Nut - Check that the alternator locking nut is tightened fully. If it works loose this can be lead to a very expensive repair bill.

Cambelts - Find out when the cambelts were last changed. If one of these goes you could be looking at a complete rebuild.

Rear Cyclinder Gaskets - check these for white marks around the rear shock.

Clutch - As with most Ducatis the clutch isn't the most robust component. If you are looking atan older, high mileage 916 check when the clutch was last changed. It's usually a simple repair and a snatchy clutch can be sorted by removal and cleaning. Don't worry about the the noise of the dry clutch - that's just how they are!

Shocks - Not so much a fault - just something to be aware of: The rear shock set-up is crucial. Check the manual and revert everything to the standard factory set-up - this will be fine for non-race usage.

Ok, the next important factor, if you are serious about buying one of these babies, is cost.

So, how much will it cost?
Well, as with most things that depends on a variety of things; the model, age, mileage and the condition. But, as a rough guide:

A new Ducati 916 Strada (1994)would have cost about £13,000. Yo can pick one up now for £3500-£5500

A new Ducati 916 Biposto (1997/98)originally retailed for £12,800. Now you would pay £4000-£6500

The full blown Ducati 916 SPS was launched between 1996 - 1998. This was arguably the ultimate 916. Only 400 of these were ever built. The SPS, with an increased capacity of 996cc, gave a huge increase in power output from 100bhp to 132bhp. Twin injectors gave improved mixture delivery and offered an even greater tuning potential - You would have to be barking mad to use it all!
The SPS was easily as fast as the best Japanese fours of its period. The throttle response was amazing, and offered the unsuspecting rider some serious trouser-filling opportunities - spinning rear wheels and lifting front ends are easily achieved.
The rest of the kit is state of the art; Ohlins rear shock and Termignoni carbon cans. The SPS makes even the awesome 916 look lame in the handling department.
All of this class came at a price of course but today you can find great examples from around £6,000 to £8,000

Go on - you know you want to!