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Used purchase
Used advice Ducati 916
Used advice Ducati 916
Looking for a bride?
With the appearance of the 996, prices for used Ducati 916s begin to fall gently. Anyone who has had a crush on the beautiful superbike for a long time should now go looking for a bride with a cool head.
Peter Limmert
08/16/1999
One look too much could previously be expensive. Many a person who had fallen in love with the outrageously racy, red Italian woman suddenly found himself relieved of sums that he would never have charged from his bank account in other cases. But finally, there is talk of one of the most attractive motorcycles that the Italians have built to date and that you can also buy.
After the debut of the Ducati 916 At the 1993 Milan trade fair, the first single-seat Strada models came onto the German market very hesitantly in 1994. Cost: around 28,000 marks. From 1995 the 916 a pillion seat and the nickname Biposto, but nothing changed about the slow delivery. Cagiva, at that time still owned by Ducati, had otherwise financially taken over and could no longer pay the accessories suppliers. The object of worldwide biker desire stood half-assembled in the Ducati factory in Bologna. The situation only gradually improved when the US company TPG, with fresh capital from 1996, got its management and thus the supply of parts under control.
Today around 3000 of the 916 are on the road in this country, including the gray imported from Italy. The proportion of the “civilian” 916 is around 80 percent, half of the remainder goes to the sport version (SP) and half of the Senna replicas. At times the even rarer SPO was offered with the chassis of the SP and the engine of the Strada.
Since the 916 was replaced this year by the larger-displacement successor 996, which experience has shown that some of the older model is on the market, the range on the used market is now quite good. For the former Ducati importer Ronald Marz, the quotes on the Schwacke used price list seem a bit high. His calculation: “With a mileage of around 8,000 kilometers per year, the price drops by 20 percent after the first year, then by another ten percent per year.” That means that a 916 Strada from 1994 with around 40,000 kilometers for around 14,500 Mark could change hands. Anyone who studies the sales advertisements will quickly notice that in this price range, younger machines with fewer kilometers are occasionally on offer.
With model changes it has Ducati with the 916 strongly restrained. A rear frame made of steel enabled the suggested two-seat bench with pillion footrests of the Biposto model from 1995. In addition, the regulator, which was suffering from heat build-up near the manifold, gave way to a new one from Ducati Elettronica without much success. During the course of the season, first the competition models, and later also the series valves and valve seats made of modified material, received the inspection interval to 10,000 kilometers. In 1998 the still collapsing regulator was replaced by a Japanese one from Nippon Denso. The rear brake system got a steel braided cable and the handbrake lever got an adjusting screw.
Anyone who sits down on their dream motorcycle for the first time and drives the first few meters will find many things unusual, some simply uncomfortable. For a slightly more relaxed posture, short-armed drivers mount a fork bridge from Rairotec (March company, phone 0 72 43/5 93 00), which enables the stub to be mounted a few centimeters higher for 798 marks. There are even said to be owners who give the 916 a superbike handlebar so that they can still sit or come. For a more noticeable relief of the upper body over 100 km / h, a larger spoiler screen from MRA is sometimes installed. Instead of a clear view of the rear tire, many prefer a combination of cover and chain guard from the Ilmberger company as protection for the swing arm and strut from stones and dirt (phone 089/613 38 93).
In order to minimize the physical effort required when changing direction quickly, the rear is screwed higher using the threaded spindle on the lever deflection. Then the Ducati is less stubborn without becoming restless. The brakes, which often feel doughy, and the imprecise pressure point are not an issue in road use. When out on the racetrack, Ducati pilots experiment with cast iron disks and steel braided lines; the biggest step forward is a radial pump with a piston diameter of 19 millimeters. For a lot of money, of course, anyone can retrofit the optimized brake system with a new hand pump and other friction pairing between the discs and pads of the 996.
The most sensitive chapter last: the workshop costs, last. For a large inspection (with valve adjustment) six to eight hours are calculated, that is, less than 1000 marks with material, this can be realized in the rarest of cases. Courageous and curious screwdrivers can buy the four-language workshop manual (also in German) for do-it-yourselfers for 106 marks from Ducati dealers, an add-on for the 1998 model costs another 40 marks.
The old tobacco advertising “It was always a bit more expensive to have a special taste” will be easily referred to by 916 owners. However, with one difference: with appropriate care, the engine is an amazing long-runner.
Technical specifications
Ducati 916Technical dataMotorWater-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, toothed belt-driven camshafts each, four desmodromic valves per cylinder, electronic intake manifold injection, O 50 mm, engine management, no exhaust gas cleaning, displacement 916 cm³, rated power 80 kW (109 PS) at 9000 rpm, six-speed gearbox, electric starter. Chassis lattice tube frame made of steel, upside-down fork, guide tube diameter 43 mm, with adjustable spring base, rebound and compression damping, single-sided swing arm made of cast aluminum, central spring strut with lever system and adjustable spring base, pull – and compression damping, double disc brake at the front with four-piston calipers, floating brake discs, O 320 mm, rear disc brake, O 220 mm, cast light alloy wheels, spring travel front / rear 120/130 mm. Dimensions and weights Seat height 790 mm Tank capacity / reserve 17/4 liters Weight fully fueled 218 kg test valuesMaximum speed solo 260 km / h Acceleration 0-100 km / h solo 3.0 seconds Consumption 5.6 liters ErFuel Super Spare Part PricesSharp partsClutch armature 279 MarkHandbrake armature 303 MarkHandlebar half 189 MarkRear-view mirror 128 MarkFront indicator 24 MarkTachometer 344 MarkTachometer 451 MarkFork guide tube 735 MarkFront mudguard 191 MarkFront wheel 1204 Markein muffler 861 MarkTank, complete, 2797 MarkFrame cover, complete 87611 MarkTank 2413 Mark , one set 281 Mark one brake disc front 332 Mark both air filters 47 Mark oil filter 16 Mark voltage regulator 334 Mark battery 208 MarkLima 458 Mark engine housing with bearings 3688 Mark injection system 1954 Mark strut 1435 Mark Strengths and weaknesses 1994Comparative test 6/1995 Test 14/1995Comparative test 17/199 6Comparison test 5/1997Comparison test 7/1997Comparison test 21/1998 Schwacke used prices1994: 18,100 marks (44,300 kilometers) 1995: 20,100 marks (35,900 kilometers) 1996: 22,500 marks (27,500 kilometers) Footnotes: 1Tests can be ordered from the publisher , Telephone, see box on page xxx.
Reading experiences
A broken regulator or a defective filter box? That really doesn’t let a 916 owner get weak. More like the successor 996.
Since production started very slowly in 1994/1995, it took some effort to get the coveted object. In December 1994 I finally got lucky and put the 916 SPO in my living room under the Christmas tree. The first driving impressions were an enormous change for me, because the 916 missed the handling of my stolen 851 – especially when changing direction quickly. We first had to get used to each other 5000 kilometers, but then it sparked all the more violently. Breakdowns: The airbox was broken, which prompted me to invest the extra price for one made of carbon when renewing the warranty, because it is more resilient than the original plastic part. In Italy, after 30,000 kilometers in great heat, I had a regulator damage. Meanwhile, the 916 has already 40,000 kilometers under its belt and still makes my heart jump faster.Kornelia Hadespeck, Cologne area I have been a happy and satisfied 916 owner since summer 1994. Unfortunately, since I don’t have the small change for the second machine, the 916 is a leisure, touring and racing motorcycle for me at the same time. In addition to the usual weekend tours, I was also on her way to Sardinia and Sicily, which was possible without any problems. The question of luggage on the hump never came up to me. I always rode with a tank and back pack. During the five years and around 30,000 kilometers I had no damage or problems with the machine apart from one controller. Falk Hartmann, Konigswiesen The 916 can only be described in superlatives: the most beautiful, the loudest, the most expensive. After much deliberation, I hit it: a year old, 10,000 kilometers, a third below the original price. It was a good decision. As soon as you leave the city, the Duc is just fun. Well, after 300 kilometers it is getting uncomfortable. But even when filling up, when you see them standing like that, the pain is gone and the joy of ownership is there. Completely unexpectedly, it has so far left out the parade discipline of Italian motorcycles: the collapse.Rainer Krauth, Munich The same applies to the 916: if you leave it alone, everything is okay so far. But if the tuning begins – i.e. the installation of racing parts – the stability also decreases in inverse proportion to the number of horsepower gained.Konstantin Vajanos, Stuttgart
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