It is now more than forty-four years since Mike Hailwood came out of retirement to win the 1978 TT Formula One race at the Isle of Man on an NCR Ducati 900.

To some of us, June 3rd 1978 seems like only yesterday and it remains one of Ducati’s greatest race victories. Against the odds the then 38-year-old Hailwood won the race at an average speed of 174 km/h, with a fastest lap of 177 km/h. After an absence of 11 years it had been, in his own words, “the easiest TT I can remember”. The Ducati factory was so elated by this victory that, as they had done six years earlier after the Imola 200, they promised street Mike Hailwood Replicas. In typical Ducati fashion they took some time to appear, but they duly arrived later in 1979.

The first models were for the UK market and had a fibreglass cover over a steel 900 SS petrol tank. The rest of the bike was stock 900 SS. These were not special race replicas like the first 750 Super Sports. They had Nippon Denso instruments from the Darmah and Goldline Brembo brake calipers, but the engines were standard 900 SS. The seat unit left the rear 40mm Dell’Orto carburettor and battery exposed, just like the racer. Wheels on these early bikes were the renowned Speedline or Campagnolo magnesium; the Speedlines notable for disintegrating before your eyes, and cracking on bumpy roads. These early MHRs also had a one-piece fibreglass fairing that made even a simple task like changing the oil a major event.

It wasn’t long before a steel tank replaced the fibreglass cover and FPS aluminium wheels appeared during 1980. As the Replica was proving to be exceedingly popular, it was slightly re-vamped for 1981, the most notable improvement being a two-piece fairing. Side covers now covered the battery and rear carburettor, but essentially the bike underneath was still 900 SS. Silentium silencers replaced the Contis, but there was still no electric start. This would be remedied during 1983. In the meantime, kick-start only or not, the Replica was by far the most popular bevel-drive model in Ducati’s line-up of the early 1980s.

As the Hailwood Replica became larger and heavier, it also became more refined. In the process of developing the new Mille engine, an interim 900 appeared. While still retaining the 864cc engine and roller bearing crankshaft, new engine covers took the style back to the earlier round-case. Underneath these new covers was a dry hydraulically operated multi-plate clutch, and a much smaller and neater Nippon Denso electric starter motor. Styling wise, the fairing was narrowed considerably from the previous version.

New indicators, tail light and instrument panel, along with slotted side covers, appeared. Internally, the engine was as before, with the same 9.3:1 compression ratio and the same claimed power of 72 horsepower at 7500rpm.

The final edition of the Mike Hailwood Replica was the Mille (or 1000) of 1984-86. Looking visually identical to the last 900, the Mille incorporated many engine changes that could have potentially made it the best of all the bevel-gear engines.

Displacing 973cc, the bore was up to 88mm with a longer 80mm stroke. The biggest improvement came with a one-piece forged crankshaft with plain main bearings. Elsewhere there were new primary gears and a completely revised gearbox. The only problem was the small electric starter motor that was barely up to the job of cranking those large cylinders over.

Unfortunately for the Mille it was well and truly obsolete by 1985. Also, Ducati had been taken over by Cagiva and the new owners considered the bevel gear engine uneconomic to produce and the Mille was the end of the line. While the Mike Hailwood Replica was never a true race replica, and not particularly rare, it had an unmistakable style and presence.

By Ian Falloon.

A Fitting Tribute: 1983 Mike Hailwood Replica 900 – the Two Wheels roadtest

In a little over a decade, Ducati has established itself as a leading manufacturer of sports motorcycles.

The marque gained enormous appeal following its victory in the Imola 200 in 1972. Since then, Ducati has managed to transmit its racing technology and image to its road machines, which have also gained a reputation for being temperamental, colourful and fast. Many people overlook the fact that Ducati’s racing successes have continued with Mike Hailwood’s TT win in 1978, Formula Two world titles in 1981 and 1983, and a string of successes in Battle of the Twin and Superbike races worldwide.

On the local scene, the likes of Kevin Magee, Peter Muir and others have kept the opposition honest with hot versions of big roadgoing Ducatis.

Today, Ducatis have partially shaken off the problem of poor reliability which dogged earlier models. The refinement of the hard-nosed SS style which has led to the svelte 900S2 confirms Ducati’s commitment to developing the V-twin concept to a point of all-round excellence. When we tested the S2 last year (TW, April ’83) we found a very capable sportster full of charisma, but with a wider market appeal than the ragged-edge SS models.

The 1984 Hailwood Replica reflects this trend, with some 35 changes from the ’82-’83 version, all contributing to improved comfort, style and performance.

It isn’t a copy of Hailwood’s machine, however it’s as close as you could expect a road bike to be, given registration laws and the financial reserves of the average purchaser.

To say that the Replica looks striking is a gross understatement. It could easily be the catalyst which creates a traffic jam.

The bold red, green and white graphics on the large full fairing stand out like the proverbial dog’s whatsits, causing even the least motorcycle-orientated person to comment favourably. If Ducati set out to catch attention in the street then its efforts certainly haven’t been wasted.

Fortunately, it has also provided the presents to go with the pretty wrapping paper. The heart and soul of any Ducati is the off-handed beat of a 90-degree V-twin. The Replica is no exception. It’s powered by an updated version of the 863 cm3 engine which has graced Ducati’s premier machines for over eight years.

In search of further reliability and refinement the factory has followed the trend of other European manufacturers, by using Nikasil bores rather than cast iron liners. Other motor refinements include rubber stops which have been placed between the barrel fins to reduce resonance. The oil seal on the main shaft has also been recessed and improved to cure oil leak problems apparent on earlier versions. Ignition is BTZ Bosch electronic.

In a move designed to simplify maintenance, a disposable oil filter has been fitted to the top right hand side of the crankcase, while an oil sight glass graces the left hand rear side of the sump. No longer do you have to fumble within the fairing to locate the dipstick.

Changes have been made to the neutral light switch which is located close to the path of the drive chain. Apparently a loose chain quite often damaged the switch or, conversely, the switch snapped the chain. The switch has been changed Pantah-style to run directly off the selector drum at the rear of the gearbox, thereby avoiding the problem.

To reduce the wear and tear on boot leather, a starter motor has been included. (The previous model had kick starting only.) We’re not sure that the engineers got it completely right, as the battery often refused to start the big Duke in the morning. With no kick starter, it was a case of third gear, ignition on, no throttle and a bump start.

The refinement process has gone even further with a new cover to keep the alternator rotor in place, and a manifold pressure link between the front cylinder and the fuel tap allowing vacuum control of the fuel flow. Perhaps the most significant change is the adoption of a multiplate dry clutch, utilising phosphor bronze plates. In addition, the clutch is now hydraulically operated, employing a Brembo master cylinder attached to the left clip-on.

From a rider’s point of view, the clutch provides lighter lever pressure and a more positive engagement. However, it is still necessary to slip the clutch for fast take offs, especially if a friend is occupying the pillion seat. The robust construction of the clutch should handle the rigours of sports riding. As usual, desmodromic valves are employed with single overhead cams, driven by shaft and bevel gears. The compression ratio is a reasonably high 9.5:1, and the carburettors are the traditional 40 mm dell’Orto pumpers. Air filtration is by filter pods on each carburettor. Naturally, those who wish to fit velocity stacks can do so! The new right hand sidecover is now ventilated, providing a smooth air flow – previously a problem.

As with any big Ducati, the loping, long-gaited feel of the V-twin has a magic of its own. There is torque from 2000 rpm with a steady and increasing power delivery all the way to the 8000 rpm redline. But the Replica is no power stakes champion. A mere 53 kW is produced at 7000 rpm — hardly heady stuff these days. Although we didn’t run the Ducati on the drag strip, we believe that you could expect times in the early 13 seconds for the 400 metres and a top speed of around 200 km/h. The point is that the bike has enough punch to move across the country at very respectable velocities.

Harshness is felt under brisk acceleration, but once a cruising speed is reached, be it 80 or 180 km/h, the motor smooths out, leaving you free to concentrate on the pleasure at hand, undisturbed by the tingles which are characteristic of four-cylinder motors. High speed cruising comes easily to the Replica; 5000 rpm in fifth produces 130 km/h in a very relaxed manner, with tons of grunt available for overtaking manoeuvres and steep hills.

The upgrading in other areas hasn’t exactly extended to the gearbox. Despite the new clutch, the five-speed unit remains its “woody” self. A little patience and you can accomplish good, clean gear changes, although the mechanism is slow by today’s standards. Changes are easier if the tachometer is spinning up around the 4-5000 rpm mark. It’s simply that the gearbox doesn’t like commuting chores, being more at home on the highways for which the Replica was designed.

The refinements made in the engine and transmission departments should offer worthwhile reductions in workshop time and owner servicing hassles. The rest of the changes have been to aesthetic details, and have, on the whole, succeeded. A completely new fairing has been designed with a race-orientated look, akin to the first lmola Ducatis and less like the Pantah-type design which was used on the 900S2. The wider frontal area provides good hand protection. Its additional function is to deflect the air stream away from the knees, which aren’t catered for by the close fitting lower fairing.

Those of you who are into riding over gutters — don’t. The low underbelly section provides very little clearance for such stunts. There is one problem with the fairing where the front header pipe exits from the cylinder and curves under the motor on the optional two-in-one Conti system. Our machine showed quite noticeable burn marks on the exterior of the lower part of the fairing, despite asbestos padding on the inside. No doubt the situation could be rectified by the addition of a simple bracket.

The high speed airstream is deflected away from the rider’s chest, and the screen is almost flex-free as a result of the substantial new bracketing arrangement. The sporting riding position assists here by keeping the rider’s front profile low. As a result, a fair weight rests on the wrists, so Ducati has made the new clip-ons adjustable on two planes — backwards and forwards as well as in height. Owners can now make changes to suit their individual needs and stature. As you would expect, the footpegs are set high and to the rear. The rear brake master cylinder has been moved closer to the lever and out of the way of the passenger footpeg.

Although the racing crouch is a little tiresome around town, out on the open road it’s pure function. You are tight, low and in control of a machine which wants to go precisely where it’s pointed. The new Hailwood Replica runs wider rims than previous models. On the test bike the 18-inch alloy wheels were shod with a 100/90 V-rated A48 Michelin on the front, and a 120/90 on the rear. On long sweepers with smooth surfaces, you simply choose the line, wind on the power, and enjoy the sensation of on the limit motoring. The bike can be moved from the chosen line fairly easily, but if left alone it will continue as if it’s on the proverbial rails. If the road surface is uneven, or broken, then the big Ducati will waltz around at high speeds.

On two occasions we hit a series of sharp bumps at the bottom of a dip with the power on. To say that the result was frightening is an understatement – dents appeared in both leading edges of the tank from flailing clip-ons.

There are a few quirks in having a full fairing of the proportions of the Hailwood Replica’s. Riding through the city on a windy day, the turbulence between the tall buildings blew the Replica all over the road. On a dash to Wisemans Ferry, cresting a curve, a strong gust of wind also moved the Ducati about. The large side area of the fairing can cause problems here.

The clip-ons and steering geometry mean that the turning circle is restricted. If you are used to a good turning circle then take care. We tried a quick U-turn in a lane at full lock with a wall looming up and all the bike wanted to do was fall in towards the road. U-turns are a three point affair unless you have a hefty pillion passenger who can lift the rear of the machine and manoeuvre it around. Naturally, you become used to it. However, in the interim, you need to exercise caution.

Cornering clearance is excellent although the left fairing lower kissed the deck on a couple of occasions. Nothing else made contact with the road, although really spirited riding, and the odd scrape, would no doubt result as one became more familiar with the Hailwood Replica. We certainly touched the header pipes on both sides of the 900S2 over a longer test period.

The big Ducati does provide an opportunity for the accomplished sports rider to experience exceptional performance in this area. If you are into night riding take care, as the headlight is good, but only up to speeds of around 130 km/h. The long wheelbase of the machine (1500 mm) does limit its agility in slower, tighter cornering situations. The relatively slow steering geometry makes negotiating flip-flops a chore, with the rider needing to physically force the machine through these corners. A middleweight Japanese machine would give the big Ducati a real hurry up here.

Marzocchi suspension units are used at both ends of the sturdy tubular steel double open cradle frame. At the front, 35 mm forks provide rigidity, while at the rear, double action twin shocks complete the package. There is no air preload in either case, although the rear units have conventional five-way adjustable preload on the springs. We left them on the third setting, which was a little too firm for solo work on rough roads but proved very effective for smooth surfaces. The weight of a passenger added some compliance to the rear suspension over undulating surfaces. It is interesting to note that Ducati hasn’t fallen for antidive gadgets and 16-inch wheels. The latter appear to be pretty impractical for the street, and I’m not sure that antidive is necessary for the average road rider.

To provide the stopping power on the Replica, traditional 280 mm Brembo discs are used — two at the front and one at the rear. Cast iron discs are employed, with new rear mounted calipers. They provide plenty of power and feel but can’t quite match the performance of the latest Japanese offerings. It is interesting to note that the brakes can be applied deep into corners with little effect on stability. The machine does want to stand up, but not in a dramatic or scary fashion. Quite obviously this stability in both braking and high-speed corners makes the Hailwood Replica a very fast point-to-point machine. The excellent Michelin tyres also help, especially on the ragged edge.

The Hailwood Replica is burdened with the same basic switchgear that Ducati has been providing for some time. There’s a slide-type indicator switch, on/off/park toggle for the lights, horn button and dip switch on the left block. On the right are the starter button and kill switch. The switches are too small and cluttered to be effective. This, combined with Nippondenso (real early Honda Four) speedometer and tachometer units, is not up to standard for a machine which costs $6499. It’s about time for an update, Ducati.

As you no doubt realise, the Replica is really a one person bike, even though a passenger seat is accessible via the removal of part of the rear ducktail. It’s a simple matter of undoing three screws. Even this simple operation only reveals the narrow edge of the seat and a grab strap which provides little assistance to the hapless passenger. The footpegs are too high, and it’s a precarious perch indeed when the machine is under hard acceleration or heavy braking. In fairness, the second seat will only be used occasionally for short trips, so its effectiveness is not of great importance. If, however, your lover is a true enthusiast, then you’d better reconsider your choice of motorcycle. Luggage carrying is limited to tankbags and throwovers — not that you would want to have any more on a true sports machine.

The update has solved a number of practical problems associated with the previous Replica. Apparently, the old rear mudguard used to snap in half under the slightest provocation. The new plastic guard should fix this problem. A larger, brighter tail light and indicators provide greater safety for the rider. The headlight has been revamped, as has the panel of idiot lights. Unfortunately the latter has been covered with plastic which reflects sunlight and reduces the power and clarity of the lights.

A fuel warning light has been added, to no avail it seems as it still hadn’t come on when we ran out of fuel after 326 km of fast motoring. That’s 12.6 km/l. However, under average conditions you could expect 14.5 km/l and 17.0 km/l when touring. The beautifully sculpted 24-litre tank provides a good touring range, but the hard, narrow seat and crouched riding position may cause you to take a break before it is empty.

The centrestand (there is no sidestand) has a long tang which makes it easy to locate. Using it takes a bit of practice, especially since the lifting handle (built into the frame) is relatively low on the bike, making it difficult to reach. The handle on the 900S2 was much easier to use because it folded out from the frame. Similarly awkward is the choke lever, which is inside the fairing on the left side of the headlight. It is difficult to operate, being a trigger mechanism. Still, there are always inconvenient concessions on a full-blooded sports machine.

The finish on this striking red, green and white bike is above average. The paint is rich and deep, although the graphics are only decals, which means that they will become untidy. The fibreglass components fit well, which is important if the machine is to maintain its stunning looks. From a safety point of view, we would like to see two bar end mirrors instead of the sole right side one, especially for city traffic work.

The steady refinement of the Ducati motor means that many of the old problems have been eliminated. As with all sports motors though, thrash it, neglect it, and you will have problems, Regular maintenance and hard but sympathetic riding will see a long engine lifespan.

If you are into smooth, high-speed riding without the sheer gut-wrenching power of the big Japanese machines, then you have to turn towards the European sportsters. Punting the Replica hard, close to the limits of its ability, is daring the senses to push the brain into accepting fear. The scenery becomes a blur, you achieve tunnel vision, focusing on the road, feeling the wind tugging at the sleeves, the rise and fall of the lone Conti muffler relaying the engine’s passion to you.

At $6499, the Mike Hailwood Replica is not a cheap motorcycle; but then again it’s one of a dying breed — a true enthusiast’s machine, not a techno trendy whizzbang. If you want to touch the wind and find your soul, see your Ducati dealer.

By Geoff Hall. Two Wheels, July 1984.

Encore: 1985 Mike Hailwood Replica Mille – the Two Wheels roadtest

Ducatis are very popular bikes round here, so being a bit slow off the mark inevitably means some other Two Wheels critter has raced off with the booty. I must be getting old, because the last Ducati this tester laid his greasy mits on for a decent period was the 500 Pantah. Yep, it was that long ago! There’s been short rides on others since then, but only with the gracious permission of other roadtesters. (Mumble, grumble, kerspit, moan, etc…)

Being in the right place at the right time has eventually cured the drought, and when the chance of a week or two with the new Hailwood Replica Mille presented itself the bike was gratefully accepted. Or at least greeted with mutterings of “About time.”

A few minutes after the pickup, in the thick of the Sydney afternoon traffic, the rationale behind the initial enthusiasm seemed to wear a trifle thin. Like all Ducati sportsters, the Hailwood is definitely not at its best in suburbia. The low bars and high, rearset footpegs lead to the typical racy crouch that is not too kind on the wrists at slow speed. The firm clutch action, limited steering shock, tall seat and awkward centrestand and all do their bit to ensure riding the Ducati in town is a bit of a chore.

This will come as no surprise to any Ducati rider, and neither would the realisation that away from the big smoke, out on the open road, the grimace is transformed to a wide grin. The wait was worthwhile after all.

So the new boy is a typical Ducati sportster, and it looks very much like its 900 predecessor; red, green and mean with a two-piece frame-mounted fairing, a solo (convertible to dual) seat, bulbous tank and styling that turns heads like few others.

But there have been numerous changes made in the transition from 900 to 1000. Visible alterations include a red rather than black front mudguard and two handlebar-mounted mirrors replacing the single bar end item. The most significant changes, however, have occurred out of sight, deep in the internals of the motor and gearbox.

The mechanical layout follows the traditional Ducati scheme. It’s a 90-degree V-twin, mounted longitudinally in the frame and canted forward so the rear pot is sited about ten degrees back from the vertical. Unlike most other V-twins the cylinder heads are both aligned so the inlet ports are at the rear, and exhaust ports face forward. The gear-driven single overhead camshafts utilise the desmodromic principle of actively opening and closing the single inlet and exhaust valves. It’s all traditional big-bore Ducati stuff.

The new Hailwood has seen some important changes in the motor department, principally a capacity increase and a new crankshaft. The increased capacity has resulted predominantly from a 5.6 mm longer stroke, while the bore has been enlarged by 2 mm. This gives the 973 cm3 V-twin bore and stroke dimensions of 88 x 80 mm compared to the earlier 864 cm3 version’s 86.0 x 74.4 mm. The old built-up crankshaft has been dumped in favour of a new one-piece forged unit with roller bearing mains and slipper-type big end bearings.

In concert with the capacity increase comes larger inlet and exhaust valves, (inlet up 2 mm to 42 mm, exhaust up

2 mm to 38 mm), a revised ignition advance curve and a larger capacity oil pump which operates at a higher pressure. The carburettors – 40 mm slide/needle dell ‘Ortos – are unchanged from the previous model and unhindered by air filters.

The sum total of these modifications is quite impressive increases in power and torque. According to Ducati, power has been boosted from 47 kW at 7400 rpm to 56.7 kW at 6700 rpm, while torque is up from 68 Nm at 5900 rpm to 85 Nm at 5500 rpm.

This sizeable boost in power and torque, coupled with a slight decrease in dry weight (198 kg to the 900’s 210 kg) and very similar gearing leads to an inescapable fact: the new Hailwood Replica is a far better performer than the old model. Full stop.

The 1000 sprinted very quickly to 180 km/h, then slowly to 190 km/h, and with a few more kilometres on the clock its top speed would approach 200 km/h. So, while top speed may not differ greatly between the two models, the time taken to get there is significantly shorter. Top rear roll-ons at any engine speed provide brisker acceleration, and above 5000 rpm the difference is substantial. The stronger midrange in particular makes the new 1000 a more relaxing proposition for cross-country jaunts.

Viewed in perspective though, the Replica is still not by any means a match in this area for most other sportsters of similar capacity. The BMW K100, for instance, is far superior to the Ducati in top gear acceleration from idle to redline and has a better top-end as well. Japanese 750 fours such as the CBX750 and the GSX750 Katana (and others) will blitz the Hailwood in top end performance shakedowns.

Still, the bike offers what big Ducatis have always offered — a progressive power delivery and a reasonably grunty midrange.

Although the performance of the new 1000 is greatly improved, the transformation hasn’t led to a loss of the characteristics Duke owners have come to love. The motor is very smooth on a constant throttle, retains that lazy, loping feel of a big V-twin and sounds great despite the wimpish exhaust note. The inlet slurp makes up for it. The 1000 did vibrate more than the 900 on and off throttle, and this was particularly noticeable at engine speeds above 5000 rpm. It’s not bothersome in cruise mode, but is quite likely to annoy if your right hand is working hard.

Another feature which remained virtually unchanged, despite the increased power and capacity, was the fuel economy. In fact the new Hailwood was slightly more economical, returning figures of 15.8 km/l in the city, 17.4 km/l on a cruise, and 14 km/l given a total thrashing. So you get fair economy, and a healthy touring range due to the 24-litre tank.

The other area that has received a lot of attention is the gearbox. We are not aware of any strengthening of gear sets, but Ducati has revised internal ratios and both primary and secondary reduction ratios. Primary reduction is now 1.769:1 instead of 2.187:1, and the rear sprocket has eight more teeth to make the secondary reduction 2.733:1 against 2.200:1 for the 900. Overall there’s little difference, but in reshuffling internal ratios for first, second and third the new 1000 has a first gear that is slightly lower, a second that is lower and a third that’s slightly lower than the 900’s. Fourth and fifth are almost identical on the two models. The result of these changes is that speeds at redline in the five gears are 67, 103, 146, 182 and 205 km/h instead of 86, 123, 160, 192 and 217 km/h. All in all, it’s a more sensible spread. With the greater power output the 1000 is never left floundering on upchanges, while the lower first gear ensures much easier take-offs.

However, all is still not well in the standing start department. The hydraulic dry clutch is not very progressive and has a very narrow take-up zone. Casual starts are OK but it takes some adjustment before it’s possible to move off smartly and smoothly.

Otherwise, the transmission rates reasonably well. The gearbox is slow and up changes in particular needed firm footwork and were invariably noisy, but engagement was positive, the gates narrow, neutral easy to find and freeplay at an acceptable low level.

While there are a few minor complaints about the transmission, the brakes fare much better. The twin discs up front and single at the rear with Brembo fixed twin piston calipers were, as expected, excellent. Lever pressure is heavier than with most Japanese systems, but the stopping power was impressive and the feedback outstanding. Feel from the rear brake was particularly good, and the high speed behaviour from both front and rear was excellent. It was so easy to dial in the required amount of power without going too far into the locking up stage.

But there was one very surprising and unexpected feature. The brakes’ performance in the wet was as miserable as the weather. Possibly the pads had not bedded in sufficiently, but even so the improvement would need to be enormous before wet weather behaviour could be called adequate. Even fine roadspray alone was enough to induce a severe loss of braking response. A pity, since in all other ways the brakes were top notch.

Ducatis have, over the years, gained an enviable reputation for their handling abilities. The combination of low weight, a rigid frame and firm, short travel suspension have been the features of the marque and the predominant builders of this reputation. Well, the factory hasn’t made any grand changes, so the recipe stays basically the same. The only modification on the new Hailwood is the addition of air caps to the front forks. Otherwise frame, forks, wheels and rear shocks are identical, and not surprisingly so is the bike’s handling prowess.

In traditional Ducati fashion the steering is slow, but beautifully precise, and stability at a breakneck pace is A1. The running-on-rails mystique is still part and parcel of the big Duke’s game. On smooth sweepers the Hailwood feels extremely surefooted and certainly encourages the rider to push to the limit. The notion of being at one with the machine becomes all too clear.

However this excellence in open territory compromises performance in other spheres. The long wheelbase and slow steering geometry don’t work well in tight curves. In other words, the Hailwood is not the ultimate mountain pass runner. The bike expects to take a predetermined path through corners, doesn’t change lines with the ease of most Japanese sportsters, and does stand up a little too much during mid-corner braking manoeuvres. Cornering clearance is generous, but not lip to the standard of the cream of the Orient, and it’s not too difficult to scuff off parts of the fairing lowers on both sides. Still, this doesn’t mean that the Replica is without talent in tight bends – far from it – but don’t be too surprised of some upstart on a GSX550 gives you the old hurry-up as you’re shaving away valuable fibreglass.

One advantage the Ducati does have over most of the current crop of Japanese sportsters is the large 18-inch front wheel. It’s a change to be able to virtually ignore lumps and bumps and carry on regardless. Occasionally, probably because of the wide tyre, the front end would let loose with a sizeable twitch; but this was rare, momentary and didn’t develop into any dramatic tankslappers.

Likewise, rough stuff very occasionally upset the composure of the rear end. The usual result of a high speed encounter with a bump is more unsettling for the rider, as there’s a temporary separation of the posterior from the seat. The rear shocks were badly underdamped. Even on the softest setting the rebound damping wasn’t sufficient to prevent the “bum in the air” problem, and, naturally, firmer settings exaggerated this behaviour. It’s about time Ducati moved into the realms of adjustable damping.

Suspension firmness a la Ducati has never been overly conducive to comfort, and to further complicate matters the Hailwood’s seat is narrow and not well padded. In other words, the combination of these features along with the racy posture ensures that the rider realises he or she is on a macho Italian job. At low speed it’s a bit painful, but some relief is in store. Take the bike out into its element and matters improve greatly. At 140 km/h and above there’s sufficient wind-blast hitting the rider to take the weight off the wrists completely, and the suspension firmness is moderated. It’s not so bad after all, although the Ducati is not the bike to pick if you’re in the habit of carrying self, luggage and passenger (who won’t appreciate the seat or the high pegs) over great distances. The sportster side is paramount and creature comfort is a secondary concession.

In general, the 1000’s finish was top quality. There were a couple of rough edges, like one large paint run on the tailpiece and a patch of unpainted surface on the inside of the fairing shell, but overall the bike stands up very well to close inspection and the finish is a big improvement over Ducatis of old. Pity the decals and stripes are just stick-ons of dubious durability though.

Switchgear and instrumentation are basic but effective. The speed and tacho are particularly easy to read thanks to the large faces and relatively few graduations. Switches were adequate; the horn button, indicator switch, headlight on/off control and a similar device for high/low beam/flasher on the left side, with a starter button and kill switch on the right.

Most of the other ancillaries need improvement. The choke lever has only two positions (fully on or off) and is awkwardly located under the headlight shell. The steering lock is mounted in the steering stem and is a nuisance to get at, the headlight isn’t powerful enough, idiot lights are too dull to see in daylight, and the horn is pretty feeble. The bike hasn’t a sidestand, and it’s more difficult than it should be to wrench onto the centrestand mainly due to the low grab strut. Once on the stand the bike sits up very high so the reverse operation is just as difficult. Shorter riders will find they’ll have to do the appropriate manipulation before mounting. Sorry, that sounds a bit rude!

Despite the niggling (and typical) bitches, the Ducati is a very desirable motorcycle. It’s a bike without compromise, so some would find ownership absolute bliss while others would not be at all impressed. Above all, the Hailwood is a viable alternative to the Japanese sportster because it fulfils its role with grace, style and unbeatable ability. If a slight lack of civility and creature comfort doesn’t bother you then the high cost won’t either. We hope not, because Ducati is certainly one marque that would be sadly missed by all of us.

By Dave Bourne. Two Wheels, February 1985.

Mike’s Mighty Desmo — The Bike that Started It All

In the seven years Ducati’s V-twin has been in production, it has won only three big races. Fortunately for Ducati they have been three of the world’s toughest: the Imola 200, the Daytona Superbike and the Isle of Man Formula One.

The Ducati factory team pulled out of Formula 750 in 1973 — the year after its Imola success — and spent a couple of years trying to win European Coupe d’Endurance events before concentrating on production problems. Though the Imola victor was little more than hot desmo cams in a remarkably standard machine, the Daytona and Isle of Man winners have modifications completely beyond the scope of a private tuner. Don’t believe the inevitable rumour that Hailwood won on an ordinary 860!

Following his initial comeback races in Australia, Mike was very impressed with the big Ducati. He liked the light weight, the narrow layout, the huge powerband and the excellent handling and braking. When planning his Isle of Man return he chose to race a Ducati for the Formula One event.

For the record, Mike’s Island machine was an 864 cm3 Desmo Ducati twin and Mike won an easy victory at 174.70 km/h, slaying the Japanese multi­cylinder opposition in the process. What’s more, Mike achieved his comeback goal without particularly exerting himself or straining the Ducati’s mechanical workings. With finishing in mind, he kept the revs below 8500, and cruised in 1m 59.8s ahead of the second-place bloke. It was, opined Mike, the easiest TT he could remember.

After the TT there was more of the same to come, and more impressive if that were possible. Mike left the IoM, travelled to the English mainland, jumped on the Ducati at Mallory Park and won going away. Fantastic, and you have to know Mallory Park to appreciate just how fantastic.

Mallory is a tight little 2.17 km track with lots of corners. It’s upwards of 50 percent hard acceleration which puts the Ducati thumper at considerable disadvantage. Yet Hailwood’s brilliance won the day, and his winning methods were eye-openers to the majority of youngsters who had never seen the master in action. Mike won in style, without going through the knee-dragging, bum-bouncing antics that marks (or mars) present-day racing.

True, he suffered a little by not taking acrobatic action, because his right foot bore the brunt of the abrasive Mallory Park tarmac. Mike banked as one with the bike, to the ultimate angle of Ducati lean, and the roadway wore through his boot, his sock, and his little toe to a depth nearing the bone.

Mike welded the Duke to lines that were totally unfamiliar and unacceptable to others, making us wonder whether the two­strokes had destroyed the classic Mallory line in the nine years of Hailwood’s absence. In any case, the four-stroke opposition on the day couldn’t adopt copycat lines. When one Kawasaki fellow attempted to follow the master’s majestic wide sweep into Gerrards (a long 180 degree right-hand turn), he discovered himself dreadfully screwed-up. It was a stunning sight to witness in general, and particularly astonishing when Hailwood bombed leader John Cowie, on a 1000 Kawasaki.

Hailwood had to come from third to first to win; the men barring his way being Cowie and Phil Read on the works-prepared 888 cm3 Honda Four, leader for the best part of six laps.

Mike was faster through the corners and slower on acceleration along the short straights. His technique on the no­room-for-passing esses was so superior that he visibly slowed to avoid ramming the others. It did look, however, that the four-vs­two-cylinder battle was going to be decided on acceleration, for while Hailwood could level with Cowie round Gerrards, the Kawasaki pulled out five lengths on the straight.

But when Cowie eventually squeezed out Read, Hailwood simply grabbed second by routing the Ducati around the outside of “Speedy” on Gerrards. Cowie, did he but know it, was about to become a loser. On lap 14 Hailwood made his move, matching Cowie through Gerrards as usual. Then, by dialling maximum-plus rpm, levelled with the Kawa along the back straight for the first time. As they approached the point of no return for the esses, the action passed in milliseconds.

Hailwood sat up to brake – late as ever. Cowie braked, a damn sight later than he wished. Hailwood didn’t; he let the Ducati roll for a metre or two. Then he braked…and was gone. Later when we watch­ed the video-tape replay, the Kawasaki actually appeared to go backwards!

The preparation of the Hailwood projectile was in the hands of Sports Motor Cycles Ltd. The Manchester-based company is bossed by Steve Wynne and John Sear — motorcycle freaks, you bet. They sell Ducatis, Laverdas, BMWs, Moto Guzzis, Harley­Davidsons and Triumphs, and they enter the big Italian models in production, formula and endurance events. And they’re certainly among the most successful dealer-entrants in British racing.

Wynne has a particular thing about the Ducati brand which he started racing and tuning five years back, though he quickly dismisses any suggestion of magic-tuning secrets. For him, the desmo Ducati should be put together exactly as Dr Taglioni intended in the first instance, which was as near perfect as possible.

That production Dukes fall short of this excellence he puts down to material deficiencies and manufacturing errors, not to the basic design. Therefore his racing-preparation centres on reliability throughout, and his special loves are carburation and valve timing. He’ll fit costly American high-compression pistons when obtainable, because others have been known to collapse, but still confesses to worrying about the rings which take unkindly to short bouts of over-revving.

Pistons apart, Wynne Ducatis are delightfully free of exotic components. True, the original rear shocks and ignition system are discarded as a matter of course, but the ma­jority of the Italian-spec stuff remains put and stays racing for a long time.

Steve came to the conclusion that the basic bike should be left alone after earlier attempts to increase power by stuffing the engine full of expensive materials. Now he can point to a 1977 racer which completed two endurance meetings, one IoM TT and 30 short circuit races totalling some 4025 racing kilometres. Then the big ends wore out!

One thing his early efforts did unearth was a crankpin weakness. The 36 mm pins were depressingly fond of going bang at short notice, so Steve reworked the flywheels to accept 38 mm components. Since there was stacks of meat around the conrod eye as well he fitted correspondingly larger big-end bearings along with the beefed-up pins. That completely cured the bottom end weakness, but unfortunately the trouble transferred upstairs to the pistons. Hence the search for specials.

And now for the specifics of Mike’s Bike.

Originally Ducati agreed to build 30 racers to a specification detailed by Wynne who had closely studied the Fl regulations. But as the months slipped by, the chances of on­time delivery receded until it was decided to ship Hailwood’s model to the UK for completion at Manchester. Thus his Ducati had a good few things going for it, some Bologna inspired and others resulting from Wynne’s personal attention.

The bike left Ducati as a hybrid, the top half being 900SS and the bottom belonging to the 750SS breed, pre-electronic ignition and all that. The clutch was a special aluminium-bodied unit with sintered bronze plates and springs from the 450 single. It ran oil-free in an outboard location under a well-ventilated cover, making a special primary drive side casting a necessity. Other external differences included a full-flow oil filter extending from the sump, an oil-level window sited in the left-forward quarter, and a filler plug alongside the base of the rear cylinder.

Internally the engine carried an Imola racing camshaft and lightweight primary gear, and the gearbox was fitted with a five-speed close ratio cluster. Combustion chambers were re-shaped to be compatible with 10.5:1 compression pistons, while 2 mm oversize valves assisted breathing.

The frame, stock in configuration, was special in its thin-wall tubing which reduced weight considerably. The suspension was pure Ducati: Marzocchis front and rear, as on 900SS stockers.

On arrival at Manchester, the IoM­destined Ducati received the standard Wynne treatment. “Nothing outlandish, mind you, we just concentrate on screwing everything together properly”, Wynne says. In truth, the SMC bikes are completely dismantled and every part scrutinised with the utmost suspicion as a matter of routine. During the process, Wynne’s pet modifications are incorporated and certain aftermarket parts replace the originals.

Because he considers valve timing to be critical, Steve provides for precision adjustment by machining two extra keyways in the timing bevel and further increases the range by selecting one of a number of offset keys (machined in 0.2 mm steps) for the final fixing job.

Through this method he overcomes the inevitable manufacturing tolerances in the bevel train and corrects camshaft errors which can throw the timing more than five degrees. In addition, the facility permits setting the power band to conform with the demands of individual circuits. Advancing the timing brings the power in lower and, of course, the opposite happens with retardation. When the Imola cam is fitted, there’s a 6000-9500 rpm band to play with (maximum power at 8700 rpm), giving fair latitude for matching engine and circuit characteristics. 

The high lift Imola camshaft (timing 65-95/95-55) is designed for open (non­muffled) pipes and presents a bit of a problem to tuners striving to preserve its benefits while conforming to the FIM noise limit. Although the 115 decibels for four­strokes is generous enough, the boomers certainly suffer from muffling. Steve’s solution is to graft 150 mm lengths of perforated­sleeved Triumph silencers on the long-taper Ducati megaphones. Which only goes to show what trial and error can achieve.

On the inlet side, manifold length is 250 mm plus or minus 6.5 mm when measured from the bellmouth entry on the carb to the centre line of the valve stem. The length is shorter than standard and, surprisingly at first glance, is arranged by simply cutting the trumpets down to stumpy little affairs. In fact, a series of airfield runway experiments proved the figure and method beyond reasonable doubt, and subsequent dyno testing confirmed the findings.

The airfield testing involved running a Ducati at maximum rpm through speed traps, and doctoring the bellmouths between runs until the optimum length was found. Later, when a dyno became available, the 250 mm length produced a wider power band than when the carbs were fitted with longer or shorter stacks. Downstream of the carbs, the ports are opened and straightened as far as possible.

“You don’t need weighty theory to port a Ducati,” is Wynne’s verdict. “You just carve away to near the breakthrough point.” It’s not so desperate on the exhaust side, where a general clean-up does the trick in combination with 609 mm header pipes.

In the transmission department, holes are drilled practically everywhere to save weight (though not at the expense of strength) and even the gearbox sprocket comes in for attention. Inside the gearbox all the pinions are lightened with blind holes and the selector drum is positively peppered.

But the major and most essential gearbox modification is removing the three shallow dogs from the fourth gear pinion; essential because the box is inclined to leap out of fourth (direct) gear when subjected to the full racing rpm treatment. Although the shallow dogs are only there to reduce backlash on over-run and cause no problems in normal use, they are apparently responsible for finding partial engagement on the race track. Grinding away the offending lumps is a pretty firm guarantee of positive engagement.

Thanks to the weight reduction work, a SMC Ducati scales 163 kg before the petrol is poured. That amounts to 24 litres, weighing 21.74 kg and making the ready-to­race full-range Ducati a decently slimmed down heavyweight at 184.74 kg.

Originally the 750 crankcases come complete with the old-style mechanical contact breaker ignition but that’s rather prone to produce a wandering spark in long races. Accordingly, Wynne fits a Lucas Rita electronic trigger system and the readily accessible “black box”. Another British transplant – a pair of Girling Gas Shocks – breathed new life into the rear end where the Marzocchis failed rather dismally. 

Marzocchi exotica was tried, but Hailwood (not renowned for his ability to finely sort a bike’s handling) rejected them, insisting that the 36 possible adjustments meant he would probably use one of 35 wrong ones. He opted for new gas Girlings of 13-inch length with 100 pound springs. An hydraulic steering damper was fitted to cope with the circuit’s bumps.

By the time the factory and Steve Wynne had finished, the number one bike (a spare was available) had a value of nearly $8000. In its 185 kg battle trim the machine was capable of 265 km/h and an average of 11 km/1 (31 mpg). This gave Hailwood a distinct edge over his arch-rival, Phil Read, whose Honda weighed 213 kg and barely returned 8 km/l (23 mpg).

Power output is open to much debate. Steve Wynne smiles at what the factory claims in its advertising, and insists most 900SS bikes have little more than 56 kW (75 hp) at the rear sprocket. His version is turning out close to 67 kW (90 hp) at 8500 rpm. Again, this figure is better than Read’s 880 cm3 Formula One Honda.

During early practice sessions Hailwood heaped praise on the bike.

“It does everything right,” he maintained. “I like the braking, the handling, the power­band, everything.

“All I have to do now is learn to ride it. Maybe then I’ll have a chance of winning.”

He did just that.

After Mallory, Mike had two more outings and one embarrassing moment. The red­faced time came at Britain’s brand spanking new Donington Park super-circuit when scratcher Hailwood stuffed the Duke into a sand trap designed to arrest crashing vehicles before they make contact with the surrounding hardware. Mike was going extra hard in an attempt to repair the damage caused by a 500 rpm shortfall, itself a result of a broken piston ring. His planned break­away four laps from home became an excursion into the sand when the front tyre could no longer tolerate the cornering forces.

For Silverstone, Mike’s final UK fling for ’78, a wider rear rim was fitted to spread the tyre. At the same time a front slick was introduced as a replacement for the intermediate, to make the front end grippier when diving into corners.

Unfortunately, the slick engendered some rather severe vibration which took a lot of time to eliminate by messing about with different grade oils in the front forks.

Silverstone is a big-power track with really fast corners. That’s why Mike prayed for a good old drop of English rain to damp down the Hondas and Kawasaki. It didn’t rain (not until the race finished!) but the Great Man still managed to harass the leading pair (Kawasaki and Honda) and ended up an easy third. While pressing on, he registered a 177 km/h lap (0.03 km/h off the record for Fl machines), then he discovered a whole box of neutrals and went cruisin’ — by his standards.

There was magic on the UK tracks in 1978!

By Jim Greening. Two Wheels, February 1979.

You can read Don Cox’s definitive biography of Mike Hailwood, published in Two Wheels in August 1988, here.

And there was actually another Hailwood Replica produced by Ducati, which we haven’t covered in this feature. A limited edition replica of the replica, sort of. Curious? Guido from AllMoto has the details here.