loudbike

Last ride?

I think it might have been, 'cause the older I get, the less I like riding in the cold.  Today was fun though..... I was testing a customer's Ducati 900SS/SP that had been in for some set-up and fine-tuning on the Keihin FCRs, a lightweight flywheel and a Yoyodyne lightweight clutch.  I was reluctant to hit the open roads and big speeds 'cause the temperature was maybe 10 degrees Celsius (really friggin' cold in imperial units), so I found myself on a four-lane industrial boulevard trying to split lanes and work my way to the front of the pack at every red light.  And there was this 40-odd year old woman in a Lexus, who just kept dragging me off the lights - but I couldn’t get a clear road 'cause of the traffic density. Finally, I split the lanes to the front of the traffic at a major intersection and pulled up beside her (which put me in a bicycle lane).  As I sat there waiting for the light to change, I alternated my attention between looking around for cops, warming my frozen hands and stealing glances over at her.  She was staring straight ahead, both hands on the wheel and - I swear - her teeth were clenched in fierce determination... Had I wronged her in a past life?  As the intersection light turned yellow, I stole a few more furtive glances around for the heat and was delighted to see open road ahead of me.  I pulled the trigger hard when the light turned green (so did she) and went WFO to about 8 grand (front wheel a few inches off the pavement).  When I shifted into 2nd, I was well across the intersection, clear of the mad woman in the Lexus, and WFO again as the front wheel simply lofted and stayed up 'till 3rd.  I laughed out loud for the first time all week.  I consider this to be appropriate and responsible road test behavior. 

This is about the 4th or 5th 900 (...and the Caddy has this set-up) I've ridden with this combination and every time I experience it on a new bike, I tell myself that I should write about it.  As the season closes and you ponder the upgrades for your 2-valve Ducati 900, I implore you (for your own mental health and entertainment) to consider the lightweight flywheel/clutch/FCR combination.  What it does to a stock 900 is simply amazing.  Wicked throttle response is an understatement.  You're not necessarily increasing power and torque by a significant amount with these mods, but you're putting what you end up with at your immediate disposal.  And it's addictive.

It’s pretty simple work if you're halfway mechanically inclined, although you'll need access to an impact wrench with a 30mm socket and might have to make (or borrow) a clutch holding tool.  Keihin FCRs are available from a number of sources, but I think Chris Kelly (California Cycle Works) is the best bet as he ships a complete kit (with the carbs nicely baselined).  Go for the long manifold 41mm pairs if you're looking for a relatively turn-key experience, or the short manifold split singles if you want a few more ponies at the expense of a few hours of tuning.  I use the Yoyodyne lightweight clutch and flywheel 'cause I sell 'em (click on the loudbikeStore link and follow the bouncing ball) and they work well, but you can get lightweight clutches and flywheels from a variety of quality manufacturers and suppliers in North America.

The gentleman who bought the Caddy wrote me today to say that he couldn't come and get the bike 'till spring, so I'll have to drain the oil and fluids to get it set for winter storage... which means I'll have to warm the oil up first...  They're forecasting a balmy 9 degrees Celsius and sunny for Saturday - maybe one more short ride....

Ode to a loudbike...

I sold the Cadillac this week.  It didn't take long, I got my price and as a bonus, it went to a friend of a good friend.  And although I'm sad to to see the bike go, another project will fill the void this winter and that sits very well with me.  The bike always surprised me; The way I was impressed with the build quality as I stripped it down to part it out on eBay, the pleasant discovery that a 900 engine would slide in, the ease with which the transformation came together, the rave reviews from Adam and Fran after riding it at Mosport in May and my impressions as I took it on track for the first time at the same event. 

I had a strange relationship with the bike.  The F1, with its new 853 short-stroke motor, fresh bodywork and frame mods was my focus as the season began and remained so though the summer.  As such, the Caddy was always in the background and to be honest, up until Grattan my friends had more seat time on it than I did.  And my street riding was down to the bare minimum this summer as well.  The bizarre freeze/thaw cycle that defined the previous winter had left our roads a mess of pot holes and sunken man hole covers.  So the Caddy and I got out for the odd street ride, but I always felt like I was only seconds away from a ticket or certain death.

It was at Grattan though that the bike truly shone. I had seven days of  track time (four of which were very loosely structured) and the Caddy was the perfect mount for fooling around at 75% in the Fast Street class with Mike Cecchini.  It made awesome sounds and handled like a dream.  Wheelies out of Turn one, The Bowl and the Bus Stop. 

This latest transaction continues a strange tradition of selling my mounts to the old gang in Atlantic Canada, although the Maritimer who bought it now resides in Miami. Of all the monikers that Fran McDemott has attached to the bikes of our tribe in the last 10 years, the '90 once-750-now-900-Sport AKA Cadillac had the strangest.  In a world where all of our machines have a purposeful edge to them (I'm being kind), here was a bike that could hold its own on the track while being a plush, forgiving, easy to ride and super-fun machine.  Cadillac, indeed.

Recipe:

Take one slightly used 1990 Ducati 750 Sport chassis, oil cooler, F1 aluminum slip-ons and bodywork. 

Blend in from a 1995 Ducati 900SS/SP:

• Fully adjustable, recently rebuilt Showa forks
• Polished triple clamps
• Bars, master cylinders and controls
• Carbon fiber clad instrument cluster
• Carbon front fender
• 17” Front wheel with polished accents
• Fully-floating, cast iron front rotors
• Brembo P30/34 4-piston calipers
• Polished swing arm
• 17 x 5.5” rear wheel with polished accents
• Polished header pipe
• Kokusan ignition (mounted below battery box)
• Motor:
  -  5-angle valve job (new valves, seats, guides, MBP collets
  -  New belts
  -  Rewired ignition pickups
  -  Yoyodyne lightweight flywheel
  -  Yoyodyne clutch slave cylinder
  -  Recent Barnett clutch pack
  -  NOS Monster pistons and rings 
  -  Carbon belt and clutch covers
  -  Carbon sprocket cover
  -  41mm Keihin FCRs on short manifolds
  -  Nichols cylinder head studs

..And then add

• 2001 900SS rear shock (13 5/8”)
• Braided stainless lines
• 39 tooth AFAM sprocket
• Gold DID x-ring chain
• New 15 tooth primary sprocket
• Polished rear sets and pegs
• New wheel bearings
• Michelin Pilot Power tires (120/17 and 180/17)

xxx

Content: 1987 Ducati 750 F1, 1990 Ducati 750 Sport, 1995 Ducati 900SS SP,  loudbike

loudbike APPROVED

I was speaking with Toronto DOCC member Patrick Chartand  late this week when he mentioned that he had been talking to some folks in California about a new NCR bike that had him - at least on paper - blown away.  Patrick's been wrestling with the right direction for an all-out Ducati based track bike that would have the fine edge of his RS250.  To-date, the only bike that had come close was Alex Ortner's GPDue or perhaps my 853F1 and over the next few months, he hoped to make a decision between the $30,000 GPDue or the $20,000 F1.  He was positively gushing over the look and spec of the NCR bike as he gave me the url and as I launched the page, I had to admit that I liked it right away.

What is it?  The NCR Millona sold in North America by Pro Italia in limited numbers in Standard, R and One Shot trim options.  Is it LOUD?  Oh, definitely.  In metallic grey livery, I think it looks stunning.  Powered by a breathed-on DS1000 and weighing in at 275lbs (wet), this machine's lighter than Alex's GPDue and would probably have a bit of power/weight edge.  Cost?  About $35,000US.

Specs for the "R" version:
Engine: Ducati 1000DS (67,7 kw - 82 cv @ 8000 rpm/min)
Brakes: Racing Brembo mono block brake system, Braking Wave disks or Brembo disks
Forks: Ohlins 999R fork, 43 mm with adjustable off set
Suspension: Ohlins, set up by NCR
Wheels: PVM Magnesium wheels set or MARCHESINI Magnesium wheels set
Fairing: Complete Carbon fiber fairing kit
Bolts and fasteners: Full Titanium kit
Exhaust: Inox/Inconel full system by HPE
Weight: 125 kg
Accessories: Al 7075/Titanium footrests kit, Al 7075 fuel cap, Titanium Rear stand and Titanium clutch cover
Options: Carbon fiber look, Drudi's color, NCR silver color, custom color, NCR engine upgrade kit

MCN News tested the bike and raved - no surprise there. 

So, Patrick will be looking at his collection with a view to liquidating the stuff he doesn't ride and with any luck, I'll get to sample this tasty morsel in May '06.  Damn, it's going to be a long winter...

This whole topic raises an interesting question though..  Do you have to spend upwards of $20,000US to get a high-end Ducati-based track bike?  For those of us that have moved up the ladder, sure you do.  But do you have to spend that much on a Ducati track bike that'll scratch your itch if you're just getting into the game?  Of course not... but there's no such thing (in my opinion) as a cheap Ducati track bike.  When I put the '90 once-750-now-900-Sport (AKA the Cadillac) on eBay to fund this winter's project, I was swamped with emails from folks wanting to know what it would take to build-up a first time Ducati track bike.  I've been working on a post for the last week, but it's not your basic short subject.  Probably get something up by next weekend the way things are going around here.

Meanwhile, I'll keep snooping around for more pics and reviews on this fine looking piece from NCR.