Ducati 916


Make Model

Ducati 916




Four stroke, 90° “L” twin cylinder, DOHC, desmodromic 4 valve per cylinder, belt driven 


916 cc / 55.9 cu in
Bore x Stroke 94 x 66 mm
Cooling System Liquid cooled
Compression Ratio 11.0:1


Weber I.A.W. CPU P8 electronic indirect injection
Spark Plugs Champion RA59GC
Lubrication Wet sump
Engine Oil Synthetic, 15w-50


Electronic I.A.W
Battery 12V 16Ah
Starting Electric

Max Power

83.8 kW / 114 hp @ 9000 rpm 

Max Torque

90 Nm / 9 kgf-m / 66.3 lb-ft @ 7000 rpm


Dry, multiplate


6 Speed 
Primary Drive Ratio 2:1 (31/62)
Gear Ratios 1st 2.466 / 2nd 1.765 / 3rd 1.350 / 4th 1.091 / 5th 0.958 / 6th 0.857
Final Drive Ratio 2.4:1 (15/36)
Final Drive Chain
Frame Steel, Trellis frame

Front Suspension

43 mm Adjustable Showa GD051 inverted fork
Front Wheel Travel 127 mm / 5.0 in

Rear Suspension

Showa GD52-007-02, rising rate progressive linkage adjustable monoshock
Rear Wheel Travel 130 mm / 5.1 in

Front Brakes

2 x 320 mm Discs, 4 piston calipers

Rear Brakes

Single 220 disc, 2 piston caliper

Front Wheel

3.50 x 17


5.50 x 17

Front Tyre

120/70 ZR17

Rear Tyre

190/50 ZR17 or 180/55 ZR17
Rake Adjustable 24o - 25o
Trail 94 - 100 mm / 3.7 - 3.9 in


Length 2050 mm / 80.7 in
Width 685 mm / 27.0 in
Height 1090 mm / 42.9 in
Wheelbase 1410 mm / 56.6 in
Seat Height 790 mm / 31.1 in

Dry Weight

198 kg / 436 lbs
Wet Weight 204 kg / 450 lbs

Fuel Capacity

17 Litres / 4.4 US gal / 3.7 Imp gal
Reserve 4 L / 1.1 IS gal / 0.9 Imp gal

Consumption Average

5.4 L/100 km / 18.5 km/l / 43.5 US mpg / 52.3 Imp mpg

Braking 60 km/h - 0

12.9 m / 42.3 ft

Braking 100 km/h - 0

39.9 m / 131 ft

Standing ¼ Mile  

10.6 sec / 207.4 km/h / 128.9 mph

Top Speed

255.1 km/h / 158.5 mph
Manual Ducati 916 Manuals
Road Test Moto Sprint 1994 

Tutomoto 1994


Rarely has a motorcycle combined style and speed to such devastating effect as Ducati's 916. The Italian V-twin's blend of breathtaking beauty, thunderous engine performance and sublime handling made it an instant hit on the bike's launch in 1994. By the end of the decade. 916-based machines had won a string of World Superbike titles. Meanwhile the roadster went from strength to strength, its engine enlarged but its look proudly intact. The 916 was a development of the liquid-cooled, eight-valve desmodromic V-twin line that stretched back to the 851 of 1988. More than simply aerodynamic, designer Massimo Tamburini's creation was inspired. The fairing's sharp nose held aggressive twin headlights. Elegant scarlet shapes were everywhere in the fuel tank and fairing.

The rear end. with its diminutive tailpiece, high-level silencers and single-sided swingarm, was equally dramatic. Ducati's 916cc motor was a bored-out version of the unit from the previous 888 model. Other changes included a revised Weber fuel-injection system plus the addition of a larger, curved radiator. Breathing was uprated with a large airbox fed by intakes running back from the fairing nose. In combination with a new exhaust system, this raised the eight-valve motor's peak output by a few horsepower to 114bhp at 9000rpm.

Chassis design combined Ducati's traditional steel ladder frame with a tubular aluminium rear subframe. The 916 differed from the 888 by using a second rear engine mount for extra rigidity. There was nothing traditional about the aluminium swingarm that curved round the huge 190-section rear tyre before swooping back to anchor the three-spoke wheel. Tamburini admitted that this was not the purest engineering solution, but considered the compromise worthwhile for the boost ii brought to the bike's high-tech image.

Neat engineering
There was more neat engineering a( the steering head, which featured adjustable geometry plus a horizontally mounted steering damper. More conventionally, the swingarm worked a vertical. multi-adjustable Showa shock. The Japanese firm also provided the 43mm upside-down forks, which held a 17-inch from wheel. Braking was by Brembo. Ducati's eight-valve engine had long been a torquey, charismatic powcrplanl. and the 916 unit was the best yet. Its mid-range response was majestic, sending the bike rocketing out of corners from as low as 5000rpm to the accompaniment of a spine-tingling exhaust growl. High-rev acceleration was smooth and strong, too. sending the 916 to a top speed of I60mph (257km/h). Handling was superb, justifying Ducati's decision to slick with a steel frame, after considering a switch to aluminium. At 4291b (195kg) the 916 was light, its frame was rigid, and its suspension of high quality. Although the Ducati was not the quickest-Steering of superbikes. it had a confidence-inspiring blend of stability and neutral cornering feel. 

This most purposeful of Italian sportsters was not always an easy companion, especially in town, where its racy riding position, firm suspension and snatchy power delivery made life unpleasant. On the right road, though, the 916 was simply magical: one of those rare machines that left all those who rode it stunned by its unmatched combination of beauty, character and performance.

Ducati's Superbike Dominance

The roadgoing 916 was a hit in the showrooms, and Ducati's factory racebike of the same name was even more successful in the World Superbike championship. The red V-twins were the dominant force in the most prestigious four-stroke racing series, notably with Carl Fogarty. The British rider won in 1994 and again a year later. Australian ace Troy Corser retained the crown for Ducati in 1996 before Fogarty, who had left for Honda, returned to regain the title in 1998. His fourth championship, in 1999, made it five in six years for the Italian V-twin.

Source of review: Fast Bikes by Roland Brown