Vyrus Motorcycles - Hub-Centre Perfection

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Last week we featured the FFE 350, a heavily modified forkless Yamaha RZ350 built by engineering virtuoso Julian Farnham. In keeping with a forkless-front-end theme, this week we will be profiling the most exotic and advanced hub-centre steering designs of all time – the Vyrus.

If you want to re-invent the proverbial wheel in the motorcycle industry, it seems that the most popular place to start is the front suspension. Dozens of companies have fielded hundreds of prototypes and the odd production model that eschews the conventional telescopic fork for something more effective. It seems that every few years an iconoclastic design emerges to tip the motorcycle world on its head and correct the flaws of the traditional fork. One of the most striking (and difficult to execute) alternative suspensions is the hub-centre steered front wheel, and the undisputed current king of the hub-centre design is Vyrus, based in Coriano, Italy.

Ducati 916 SP/SPS - Ultimate Desmoquattro Superbikes - Part II

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One of the most famous pictures of a 1997 916 SPS, sold as a life-size poster by the Bullivant Gallery

 Part II of our profile of the Ducati 916 Sport Production series, the ultimate evolution of the Desmoquattro engine platform. 
Click here for Part I.

Ducati was no stranger to homologation specials, having built many versions of the 851 and 888 in various states of tune. Generally the formula was this: each year take some bikes off the production line and prepare them by hand to a higher degree of specification overall. Lightweight parts and carbon fibre bodywork would cut the weight, higher spec suspension and brakes would suspend it, and a massaged motor with hotter internals would fling it down the road. Maybe throw on some new Corsa spec parts to make them legal for the new season. Slap some lights on and get it homologated for street use in Europe (the US EPA was too strict in terms of noise and emissions) and bam, you’ve allowed your race team to upgrade some components for the new season. The 916 SP continued the tradition. It wasn’t as extreme as some of the previous specials (the 888 SPS was one of the most bonkers, vicious machines ever allowed onto a public road) but it was markedly improved over the standard Strada and was considerably more rare.

Ducati 916 SP/SPS - Ultimate Desmoquattro Superbikes, Part I

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Seems that lately I’ve been on a Ducati kick. So far we’ve covered bevel heads and belt heads, so lets continue with the next generation of Ducati performance – the Desmoquattro. In this two part article I will cover the development and execution of the 916 Sport Production models, the ultimate Desmoquattro Superbikes. 
Seems I cover the 916 a lot on this site. Funny that.  

It’s 1985 and Ducati, with fresh capital and encouragement from new parent company Cagiva, is making a major gamble on the engine design of a talented young Italian engineer by the name of Massimo Bordi. Bordi’s engineering thesis was for a four-valve per cylinder desmodromic cylinder head, based on the principles of desmo valvetrains that had become a signature of the Ducati brand. Famed engineer Fabio Taglioni had developed the original Ducati desmo system, and then refined it with his belt-driven overhead cam Pantah design, but it was clear by the mid 80s that further development would be needed to keep Ducati twins on the podium.

Vee Two Ducati Alchemy SV-1 - Modernized Aussie Bevel Head

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Every few years we in the Ducati community have a crisis when the latest generation of Ducs are unveiled. Inevitably the old hats and stodgy luddites will bemoan the commercialization of the company and how it has lost its way compared to back in THEIR DAY when they build the best goddamned bikes with no nevermind paid to profitability (or reliability). It happened when they dropped the dry clutch. It happened when the 1199 eschewed all the traditional Ducati traits. It happened when Pierre Terblanche was given free run in the design department. Hell, some purists claim the last real Ducatis rolled off the line in 1983 before Cagiva got their meat hooks on the brand.

So it was in the 1980s when the Pantah rubber-band motors started replacing the bevel drive twins and the purists moaned that Ducati had lost its way.

Ducati Desmoquattro Superbike FAQ

I wrote the Ducati Desmoquattro Superbike FAQ a few years ago based on my own research when I was looking for my personal 916. I've since updated it with corrected info and personal experience with my intemperate Italian bitch. If you want to buy a 748-916-996, this is where you should start.

What’s good about them?

Well, many things. Most people tend to agree that the 916 series is a ground breaking model and will remain a classic motorbike for years to come. This ensures decent resale and means you’ll always know you bought a motorbike with genuine heritage and prestige. They are beautiful machines, inside and out, from the small details up to the bike au complet. The Italians are particularly good at making the machine as a whole seem like an intricate piece of art, with individual parts being beautiful on their own merit as well as bolted together. Beyond the good looks, these bikes are great to ride too. Handling is very manageable and confidence inspiring, not to mention very stable. These bikes are very responsive to suspension setup and mild performance tuning, turning a great bike into a fantastic one. And few will argue against the cachet and head turning potential of these machines.

What’s bad about them?

Many things. They cannot be neglected or abused – they require frequent maintenance and careful servicing, otherwise they will suffer serious mechanical failures. They need to be used regularly or they will suffer a whole other set of problems. The electrical system is inadequate on early models, without exception. They are dogs to ride at low speeds, they are uncomfortable, and they are utterly uncompromising machines. They were designed as race bikes first and street bikes second – remember that and it won’t seem so bad when you are stalling and cooking yourself in traffic.

As I will explain, there are many areas that need attention, and many things that can go wrong. But if you are a patient tinkerer with decent mechanical ability, or someone with a fat wallet and a helpful dealership, then you can keep them running well forever. And most of the faults are relatively straightforward and easy to rectify given adequate patience and a careful hand.