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The History Of Ducati* Motorcycles

With the help of his three sons, Antonio Ducati established a factory in Bologna, Italy to produce radio components in 1926. In order to remain competitive after World War II, the firm branched into cameras, razors, and other consumer items, but finally shifted its focus to motorbikes.

They were tasked with developing a bicycle clip-on motor for the Turin-based business Siata*, which specialized in tuning and accessories. Popular in post-war Italy, the Cucciolo* (or “Puppy”) was powered by a Ducati* 48cc four-stroke engine.

Over 200,000 Ducati* motorcycles and scooters were sold since the company’s 1952 inception. Almost all of the motorcycle factories in the nation catered to riders who wanted to use two wheels.

During 1954, Ducati* won their first race under the direction of a new technical director named Fabio Taglioni. Ducati* followed his lead when he developed a 100cc single-cylinder engine with an overhead camshaft.

Because of how well the engine did in Italy’s long-distance road races, its displacement was increased to 125 cc so that it could compete more effectively. The desmodromic method developed by Taglioni was used in the production of double-overhead camshafts for use in international competition.

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To reduce friction and boost efficiency at high speeds, cams closed and opened the valves of this engine. The first “Desmo*” engine built by Ducati* took first place in the Swedish Grand Prix in 1956.

In 1958, the 125cc world titles came tantalizingly close to being captured. It was disclosed that single-cylinder road motorcycles manufactured by Ducati* were available in overseas markets.

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As a result, certain earlier Ducati* models lacked modern conveniences like reliable electrical systems and plush upholstery. The bikes’ lightning-fast acceleration and deft handling made them a hit among the world’s best motorcyclists.

Since the late 1960s, when Desmo* engines became standard on more expensive Taglioni* models, the singles’ displacement has grown to a maximum of 450 cc.

During the 1970s, Ducati* introduced a 750cc superbike to the market. In order to create the profile of the L-slim twin, Taglioni* used a combination of two tried-and-true single-cylinder engines in the shape of a 90-degree V.

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In 1972, Desmo* models made by the factory won the Imola 200, establishing its position as one of the best racing bikes of all time. The Road twin-cylinder engine came in a variety of flavors, including the Touring*, Sport*, and Super Sport* models.

They started off with a 750cc motor, but an 864cc version soon followed.
Ducati’s* reputation was boosted in 1978 when Ducati* veteran Mike Hailwood won the Formula 1 TT.

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Cagiva, a younger motorcycle manufacturer, purchased the firm in the 1980s. Some people were worried about what would happen to the Ducati* brand, but those worries have now been put to rest. The Ducati* brand was given a new lease of life when Massimo Tamburini, a designer who had previously worked for Bimota*, joined the team.

His first and most experimental creation, Paso 750*, was a fully enclosed structure. This model had a considerable impact on the overall design of sports bikes, despite the fact that it was not very popular. As was traditional, Ducati* continued to build its name in the racing world.

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Desmoquattro* engines dominated the new water-cooled, four-valve generation of twin-cylinder racing. In 1988, Ducati* unveiled the 851 Strada*, a fuel-injected, street-legal motorcycle that could compete in the World Superbike Championship.

The nimble Ducati* motorcycles fared best in this showdown between 1,000cc twin-cylinder and 750cc four-cylinder variants. It was in 1990 when Frenchman Raymond Roche captured the World Superbike Championship, and his victory helped propel the surge in popularity of twin-cylinder motorcycles with loud exhausts.

The 1993 Supermono* was created because of the rising interest in single-cylinder racing in the decade of the 1990s. Pierre Terblanche created a stunning, cutting-edge 550cc racing machine, and it caused quite a stir. The 916 was the next generation, and it was developed by Tamburini*. It was powered by the most cutting-edge Desmoquattro* powerplant that was on the market at the time (114 horsepower.)

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The 916’s design, which is both forceful and indisputably appealing, was influential in the aesthetic choices made by several well-known manufacturers. On the other hand, a semi-racer did not have unanimous desirability. Ducati’s* fairing-less and rider-friendly M900 Monster* ruled the motorcycle market in the 1990s.

Over the course of more than a decade, Ducati* was unbeatable in the superbike category. During that time, Carl Fogarty won four world championships, Doug Polett won two, and Troy Corser won one.

In MotoGP, Desmosedici*’s 990cc four-cylinder, 16-valve motorbike made its début in 2003. In 2005, Ducati* won the first of many races with this bike, which is essentially a mirrored L-twin with two cylinders firing simultaneously.

In 2007, when Ducati* first competed in the 800cc MotoGP class, Australian rider Casey Stoner won the championship for the company.

Valentino Rossi was the team’s number one rider and development rider for the 2012 Desmosedici* after joining in 2011. In the late 1990s, both Honda* and Suzuki* released brand-new 90-degree V-twin sport motorcycles with 1,000cc in displacement each.

However, Ducati* kept the core of its engine design. The “trellis” chassis design built of tubular steel continued to be popular despite the growing use of aluminum frames in vehicle construction. The 2003 year saw the introduction of the Multistrada* sport touring motorbike from Ducati*.

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After its introduction in 2007, the “narrow head” engine of the Testastretta* was given a boost in displacement that brought it from 1,098 to 1,198 cubic centimeters.

The earth-shattering performance and terrifying look of the 2011 Diavel* prevent it from being categorized in any way. The Italian* motorcycle manufacturer Ducati* almost went out of business in the 1980s, but it has since become a household name.

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As a result of the power of its notoriety, it is now able to supply a wide array of luxury products, ranging from watches to perfumes for men. Notwithstanding this, it has a well-deserved reputation for producing high-quality bikes.

Our little trip through Ducati* motorbike history comes to an end here. We hope that you will bookmark our blog and revisit in the future to read more about other significant vehicles and to get further technical information about lubrication.

Please comment below if there are any additional vehicle brands or technical topics you’d want us to explore.

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The best engine oil for your Ducati* should be specially formulated for riders who need excellent acceleration and control. This type of synthetic motorcycle engine oil must be particularly made to cool, clean, and preserve high-rpm, high-temperature Ducati* engines.

Try to find a synthetic motorcycle oil that not only satisfies but also exceeds the performance specifications set out by Ducati*. This brand of high performance synthetic motorcycle engine oil will significantly cut down on heat, wear on the engine, and friction. This sort of specialist synthetic motorcycle engine oil will provide unrivaled reliability as well as a sense of calm and assurance.

*All trademarked names and images are the property of their respective owners and may be registered marks in some countries. No affiliation or endorsement claim, express or implied, is made by their use.

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