73.5 kW / 100hp @ 7000rpm, or
58.8 kW / 80 hp @ 6000 rpm
Transmission
5 Speed
Final
Drive
Chain
Front Suspension
Telescopic forks
Rear Suspension
Swinging arm
Front Brakes
Drum
Rear Brakes
Drum
Front Tyre
5.00 -16, Ribbed
Rear Tyre
5.00 -16, Block tread
Dimensions
Width: 750 mm / 29.5 in
Ground Clearance
170 mm / 6.7 in
Wheelbase
1550 mm / 61 in
Weight
210 kg / 463 lb
Though Ducati is celebrated for its sporting V-twins, in
1948 the degree project of Ducati's technical director, Fabio Taglioni, had
been a 250cc V4. In 1958 he created the smallest in-line four of its day, a
racing 125; though it never ran under the Ducati name, it was revived in
1965 and raced under the colors of Ducati's Spanish subsidiary Mototrans.
Europe's Biggest Post-1945 Bike
The idea for a new four cylinder Ducati came from Joe Berliner, the marque's
American importer, in 1959. His brainstorm was to tender for the supply of
motorbikes to the American police, who were constrained by anti-trust
legislation to consider alternatives to the Harley-Davidson. The
specifications called for a displacement of at least 1200cc and 5.00 x 15 in
tires. Berliner partly financed the project and dictated its conditions. It
was a tremendous challenge for Ducati, whose biggest models had previously
never exceeded 200cc.
A Simple Layout
Taglioni chose simplicity, following the philosophy of big American V8
automobiles in opting for a V4 with overhead valves operated by a single
camshaft mounted between the cylinders. It took two years in build the
prototype, which was finished in 1963. Two engines were built: a touring
version with twin 24mm carburetors, developing 80hp @ 6000rpm, and a
performance version with 32mm carburetors, whose 100hp @ 7000rpm translated
into a top speed close to 100mph.
Source Bike Review
In 1959, the Berliner Motor Corporation
approached Ducati about creating a rival to the Harley-Davidson to
sell to police departments around the US. Author Greg Field, based
on interviews with Mike Berliner, contends that Berliner went so far
as to ship two Harley-Davidsons to Italy as examples (one was for
Moto Guzzi), and that Ducati, rather than any Japanese company, was
the first Harley-Davidson imitator.
The Berliner brothers were enthusiastic.
Ducati's government management was not. It was only when Berliner
agreed to underwrite a portion of the development costs in 1961,
that the project went ahead. They decided to call it the Apollo, in
honor of the moon mission series of the time.
Ducati was to produce two prototypes and
two extra engines as spares. Today only one survives.
Fabio Taglioni was to develop a bike that conformed to US police
specifications, and was bigger than any current model
Harley-Davidson. Taglioni decided on an air-cooled 1257 cc 90°
two-valve head V4 using a 180-degree crankshaft with roller bearing
big ends. That crankshaft fitted into a horizontally split wet sump
crankcase with a center main bearing support. The bore was 84.5 mm,
and the stroke 56 mm. Valve actuation was by pushrods and rocker
arms.
The engine was a stressed member of the heavy duty open cradle frame
with a central box section front downtube between the forward
cylinders. A small car-sized starter motor and generator were
fitted. It had a five-speed transmission, at a time when most
motorcycles had four. Ceriani developed the suspension package, but
riders today would be alarmed by the inadequate front and rear
single leading shoe 8.675 in (220.3 mm) drum brakes. The stopping
distance was huge, and had to be allowed for. It had a 61.2 in
(1,550 mm) wheelbase, and weighed 596 lb (270 kg) dry. Taglioni
dismissed the Berliners' suggestion of shaft drive, and chose chain
final drive. The police specification stipulated 16-inch tyres, so
there was little choice in that.
Initially it was putting out 100 bhp (75 kW) @ 7000 rpm, and could
exceed 120 mph (190 km/h). The Harley of the time made 55 bhp. The
first test rider Franco Farne came back from his first ride, and
said it “handles like a truck.” Farne normally rode small racers. It
soon became evident that even specially made tyres were not up to
the power of the engine. A tyre disintegrated at speed on the
Autostrada, and the test rider rated his survival “a miracle”. The
engine was detuned to give 80 bhp (60 kW). Tyres continued to
disintegrate. The engine was brought down to 65 bhp (48 kW), and the
survival rate of the tyres became acceptable. This was late 1963. In
comparison, in 1958 Moto Guzzi had used a 20-inch rear tyre on the
Grand Prix 500 cc V8, and they had worn rapidly with 78 bhp (58 kW)
In March 1964 a gold-painted prototype was handed over in a formal
ceremony.
The reduction in power meant that the Apollo could now be
outperformed by the British and BMW twins, which restricted the
anticipated market to police forces. Berliner was printing
advertising, demonstrating the prototype to Police Chiefs, and
genuinely preparing to market the Apollo.
It was never put into production, but did
influence other production Ducatis that followed. Both Ducati and
their United States distributor,
Berliner Motor Corporation, were experiencing declining sales of
existing small-capacity single-cylinder models, and sought to create
a bike to compete with
Harley-Davidson. Berliner Motor was keen to have a model that
could win lucrative police motorcycle supply contracts, and that
could also sell as a civilian touring bike.
Source:
Wikipedia
Any corrections or more information on these motorcycles will be kindly appreciated.