Ducati 860 V-Twin
DUCATI 860 V-TWIN
Cycle World Road Test
Rare, but worth the trouble of obtaining one.
AUTOMOTIVE ENTHUSIASTS won’t have any trouble remembering what was done to some of their favorite marques under the guise of plushness, comfort and luxury. . . not to mention federal emission laws. We watched classics like the two-seater T-Bird turn into lumbering rhinos carting their heart-attack-prone, paunchy owners back and forth to their high-level office buildings. Z28 Camaros were axed into oblivion after turning into cramped, nothing cars with racing stripes. Even the almighty Corvette can barely outrun a kid going downhill on a well-oiled skateboard these days. The few enthusiast automobiles left come from foreign lands, and they too suffer from controls and regulations that add to their cost and take away much of their soul.
We’ve seen this all come about within the past 10 years. . .at first gradually, then with a sudden swoop. So in the backs of our minds we keep asking ourselves, “Could this happen to our motorcycles?”
The answer, of course, is yes. We see it happening very gradually with certain models already, but they are machines from which one almost expects it. But when a pure macho two-wheeler like the Ducati gets turned over to an automotive stylist to become civilized, and heads in the direction of mundane, we get worried. But let’s take a gander at what might have led up to the new 860.
Berliner and ZDS Motors, Ducati distributors in the U.S., have always maintained a low profile, both by choice and by the necessity that a lack of production capabilities creates. Then, too, a great majority of this Italian company’s production never leaves Europe. Ducati is one outfit that believes in filling the pipeline before looking for other markets.
Initially, Ducati offered lightweight motorcycles for both street and dirt riders. As with any small operation with a limited dealer network, the success of its bikes was a relative thing. Then for the last several years Ducati has limited itself to the manufacture of big-bore street bikes, only recently priming itself for the big plunge back into the lightweight field (see “Round Up”).
Of course, the large-capacity V-Twins are the bikes receiving most of the attention (and praise) from various journalistic sources. In fact, the handling characteristics have become legendary—if you believe everything you read and hear. These bikes are even claimed to be the epitome of the performanceoriented two-wheel set!
The Ducati craze started in the early ‘70s. In 1972 the Desmo Twins piloted by Paul Smart and Bruno Spaggari swooped the Imola (Italy) 200-mile road race. From this point on, the Ducati’s reputation as a fine road-holding motorcycle with a dynamite engine spread like wild fire. Afterall, this was the first time in many years that something non-Japanese had won a major race meet; it must be good. In addition to that, there was a certain mystique about the bike; style, charisma, call it what you will. . .it was neat.
Replicas of the Imola-winning bikes were produced in limited quantities, and a few of them filtered through to the U.S. They were the closest thing to an all-out street-legal racer and were soon grabbed up by people with the money and a desire to own a one-off type of machine. But these select few—once they got past the initial price—also had to be good mechanics, for the Ducati dealer network was still small, and the parts and tools to properly service them few and far between.
The year, 1975. . .enter the 860 GT, a Grand Touring bike. One that is built for the masses. One that is built to go fast and that will do so without a lot of fiddling. And one that will propel rider—and passenger—down the road in comfort. The 860 is a far cry from previous models and opens up a new dimension for Ducati and the potential customer.
Today, Ducati, Harley-Davidson and Moto-Morini are the only companies that continue to produce four-stroke VTwins—Harley out of tradition, and the others for such reasons as compactness and inherent stability of design. But it’s hard for us to understand why Ducati didn’t stick with the 750 and produce as many of those as possible instead of offering something new. It seems as though the company will place itself in the same position it occupied before: not being able to produce enough of any one bike. Whatever the reason, the 860 is here. . .and in a big way.
In addition to a larger bore, the GT sports some major improvements over its predecessors. In the past, the only means of cleansing the engine oil on the 750 was with a screen on the gear-driven pump. The 860 uses an oil filter attached to the cases where the ignition points were previously mounted. The points have been done away with and replaced with a pointless ignition that is driven off of the right side of the crank.
Accelerator pumps are located in each of the two 32mm Dellorto carburetors. They improve the low-speed performance and control the mixing of fuel and air better than normal slide carbs, even though fuel economy tends to suffer, since raw gas is squirted into the cylinders each time the throttle is blipped. Larger ports, valves and different valve timing improve the muscle of the engine.
Frame improvements have not been overlooked either. The most noticeable difference is the larger diameter of the tubing used. 860 frames are wider than those on the 750s, and more gusseting is found around the steering head. Also, adjustment of the 350 chain is now made at the swinging arm pivot rather than at the rear wheel. The toolkit includes a special tool for this purpose.
The 90-degree V-Twin uses a common crank for the two cylinders. Rods for the cylinders run side by side on the crankpin and, because of this, the cylinders are offset slightly. Ducati doesn’t claim any horsepower figures, but, judging from the quarter-mile times, the 860 pumps out a respectable number of ponies.
Ducatis have become famous for three very important characteristics: handling, lack of vibration, and what some people refer to as “snick-snick” shifting. The first two points we can personally attest to; however, our test unit only snicked when the gearbox was headed for a higher ratio. Trying to find a lower gear was a nightmare! Damn near impossible to gear down without stomping^ on the lever. Needless to say, this does produce exciting moments when tight corners loom up ahead and a lower gear is essential for slowing or holding the proper line.
This problem was evident from the outset of the test. Being innocent of all the gremlins we might encounter in the shift mechanism, we took the GT to Champion Motors, a Ducati dealership near our offices. The folks at Champion discovered the problem. The shift shaft runs from left to right through the engine cases to the selector mechanism. This is in the countershaft area behind the right case cover. It appears as though the holes in the detent plate are drilled too deep, causing the detent ball bearing to hang up in them. The only way to make certain that this is the problem is to replace a part that is, of course, unavailable. So, while it is still only speculation that the detent holes are causing the trouble, something is definitely amiss.
One thing that will make the 860 more attractive to many is the electric-starting model that will be available by the time you read this. It will sell for $130 more and offer a definite advantage if you are fond of your shins. If you don’t mind bruising them, then go ahead and buy the standard GT for $2549. Best starting results were obtained by centerstanding the 860, approaching from the right side, and using the right leg to prod the lever. Make sure that you are standing at an angle to the bike, otherwise you will knock your shin against the footpeg. Awkward, to say the least.
One redeeming virtue is that the engine usually fires in less than three kicks, hot or cold. Cold starting requires use of the choke. The lever is located on the left side of the handlebars and is pulled toward the rider to be closed. On extremely cold days a quick twist or two of the throttle also aids starting. Remember that the Dellortos have accelerator pumps; as the throttle is turned, gas is squirted from the float bowl into the venturi. This is a drawback for people who like to twist throttles when the engine isn’t running; it floods the engine real quick. The Duck will idle quietly with the choke closed. Once warmed up, push the lever away from the bars and you’re ready to roll.
Did we say “idles quietly?” What an understatement. What a sound! One of our staffers claims that the exhaust note of the 860 is similar to that of the megaphone-equipped Harley-Davidson KR road racers he once campaigned. . .but muffled down, of course. The 860 is quiet enough to keep the government and your next door neighbors happy. And the rider will whistle along the road with a happy, throaty purr in his ears. Neat.
The handlebar control switches are typically European, which is to say, not all that good. The headlight controls and horn button are on the left handle, and the electric starter and turn switch are on the right. Not an ideal setup, but better than some we’ve seen. The instrument cluster features a speedo on the left and a tach on the right, with idiot lights between the two. These include neutral, high beam and turn indicators. There is also a toggle switch that changes the output of the horn from “city” to “country;” but there is little difference to our ears.
Handlebars, footpegs and seat are positioned for a comfortable ride; however, that feeling of being one with the bike is absent. This was a big surprise to us because this is another thing European bikes have been known for. . .particularly the Ducatis. The seat is spacious and will accommodate two with room to spare, a necessary feature on a touring/sport bike. Footpegs are rubber-covered and fold toward the rear; there is also some latitude for adjustment. The shift lever is slightly longer than it need be. This makes for a long throw between gears and extra movement of the foot to make certain the next cog is engaged.
The brake pedal is large and can’t be missed, but the action is spongy and the rear wheel will lock up without warning at the end of travel. This doesn’t normally present any problem, except at lower speeds when quick stops are required. The hydraulic disc up front is quite different and stops relative to the pressure applied.
Metzeler tires are mounted on the two 18-in. wheels, but the hard compound will limit speed in the bends. Wear factors are high, though.
The frame holding all of these pieces together is as interesting as the engine. The large-diameter tubes from the steering head to the front of the crankcases form an inverted “V.” The engine doesn’t rest in a cradle, but in the bottom half of the frame itself. This is common practice on many bikes; as a matter of fact, the Honda six-cylinder road racer was similar in design.
Well, what is it like to throw a leg over this pulsating Twin and charge off down the road? It’s an experience for sure. The smoothness is unreal! Surely it rivals the smoothest of the Multis. As the miles clicked off, we realized that rider fatigue is something that happens to someone else; it is nonexistent on the Ducati.
The 860 will go a long way on its 5-gal. tank of gas. At an average of 35 mpg, the cruising range falls right around 175 miles. Tank after tank presents no loss of enthusiasm on the rider’s part. The real biker will want more. Riding on a straight line will point out the stiffness in the suspension. It isn’t bad, just enough to make one aware. There isn’t any shake or wiggle over the rain grooves, just straight stability and the confidence that goes with it.
As if you were on a racer, nothing drags when you bend the 495-lb. Twin into a curve. And there isn’t the slightest hint of a wiggle. The tires hold the pavement and the throttle is opened, a little at first, and then more as you accelerate down the wide open expanse of tarmac and head for the next corner. It’s at this point in time that the firm suspension makes sense and you begin to appreciate the control it offers. Suddenly it comes to seem satisfactory for cruising and perfect for winding through the countryside.
The whole reason for the bike becomes apparent now: it is one that will carry two with no effort in endless comfort. One that, due to the design of its engine, permits all running gear to be tucked in tight against the frame and that provides mucho ground clearance. The well-constructed frame with gussets in the right places will prevent any flex. And the sound, that amazing sound! All of this is rolled up into the Ducati 860 GT.
But what, then, is the problem? It looks as though an effort has been made to get away from the sporty look, and the 860 thus appears now in a vanilla package, something that has little aesthetic appeal for us. Never judge a book by its cover; the Ducati is a lion at heart. Under its sheep’s clothing is a bike that deserves the reputation afforded the Sport and Supersport in the past. A superbike in the true sense of the word. A little refinement on the outside, and the real inner core will shine through.
DUCATI 860 V-TWIN
$2549
