https://www.cyclechaos.com/w/index.php?title=Ducati_900SS_MHR&feed=atom&action=historyDucati 900SS MHR - Revision history2024-03-29T05:54:10ZRevision history for this page on the wikiMediaWiki 1.36.1https://www.cyclechaos.com/w/index.php?title=Ducati_900SS_MHR&diff=204129&oldid=prevBot: template fixes2019-11-23T21:59:18Z<p>template fixes</p>
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<td colspan="2" style="background-color: #fff; color: #202122; text-align: center;">Revision as of 21:59, 23 November 2019</td>
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<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>|name = <del style="font-weight: bold; text-decoration: none;">[[</del>Ducati<del style="font-weight: bold; text-decoration: none;">]] </del>900SS MHR</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>|name = Ducati 900SS MHR</div></td></tr>
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</table>Bothttps://www.cyclechaos.com/w/index.php?title=Ducati_900SS_MHR&diff=150993&oldid=prevBot: upgrading template2019-07-30T15:47:39Z<p>upgrading template</p>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>|name = [[Ducati]] 900SS MHR</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>|name = [[Ducati]] 900SS MHR</div></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>|<del style="font-weight: bold; text-decoration: none;">image </del>= <del style="font-weight: bold; text-decoration: none;">[[File:</del>Ducati-900-MHR-79--3.jpg<del style="font-weight: bold; text-decoration: none;">|frameless|Ducati 900SS MHR]]</del></div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>|<ins style="font-weight: bold; text-decoration: none;">photo</ins>=Ducati-900-MHR-79--3.jpg</div></td></tr>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>|manufacturer = Ducati</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>|manufacturer = Ducati</div></td></tr>
</table>Bothttps://www.cyclechaos.com/w/index.php?title=Ducati_900SS_MHR&diff=129644&oldid=prevBot: no summary specified2019-06-21T19:00:15Z<p>no summary specified</p>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>boxes were painted red and breathed though normal rigid plastic intakes. The</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>boxes were painted red and breathed though normal rigid plastic intakes. The</div></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div><del style="font-weight: bold; text-decoration: none;">aluminium </del>intake manifolds were now identical front and rear, although the front</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div><ins style="font-weight: bold; text-decoration: none;">aluminum </ins>intake manifolds were now identical front and rear, although the front</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>incorporated a special screw for a line to the vacuum fuel tap. Both</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>incorporated a special screw for a line to the vacuum fuel tap. Both</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>carburettors had cable-operated chokes, with the plastic black lever being</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>carburettors had cable-operated chokes, with the plastic black lever being</div></td></tr>
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<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>and the plastic twin-cable Verlicchi throttle was the 900 S2 type, incorporating</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>and the plastic twin-cable Verlicchi throttle was the 900 S2 type, incorporating</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>the starter button and engine stop switch. Most of the frame fittings were from</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>the starter button and engine stop switch. Most of the frame fittings were from</div></td></tr>
<tr><td class="diff-marker" data-marker="−"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #ffe49c; vertical-align: top; white-space: pre-wrap;"><div>the 900 S2, including the <del style="font-weight: bold; text-decoration: none;">aluminium </del>foot levers and the folding footpegs with</div></td><td class="diff-marker" data-marker="+"></td><td style="color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #a3d3ff; vertical-align: top; white-space: pre-wrap;"><div>the 900 S2, including the <ins style="font-weight: bold; text-decoration: none;">aluminum </ins>foot levers and the folding footpegs with</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>rubbers. The gearshift and brake pedals used the earlier rubbers, these changing</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>rubbers. The gearshift and brake pedals used the earlier rubbers, these changing</div></td></tr>
<tr><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>to a ribbed type during 1984. The gearshift linkage still used a balljoint with</div></td><td class="diff-marker"></td><td style="background-color: #f8f9fa; color: #202122; font-size: 88%; border-style: solid; border-width: 1px 1px 1px 4px; border-radius: 0.33em; border-color: #eaecf0; vertical-align: top; white-space: pre-wrap;"><div>to a ribbed type during 1984. The gearshift linkage still used a balljoint with</div></td></tr>
</table>Bothttps://www.cyclechaos.com/w/index.php?title=Ducati_900SS_MHR&diff=106222&oldid=prevKylebass: initial2019-06-15T00:50:57Z<p>initial</p>
<p><b>New page</b></p><div>{{Infobox Motorcycle<br />
|name = [[Ducati]] 900SS MHR<br />
|image = [[File:Ducati-900-MHR-79--3.jpg|frameless|Ducati 900SS MHR]]<br />
|aka = <br />
|manufacturer = Ducati<br />
|parent_company =<br />
|production = 1979 - 81<br />
|model_year =<br />
|predecessor =<br />
|successor =<br />
|class =<br />
|engine = Four stroke, 90°Ltwin cylinder, SOHC, 2 valves per cylinder, [[bevel]] gear driven<br />
|bore_stroke =<br />
|compression = 9.5:1<br />
|top_speed = 220 km/h / 137 mph<br />
|power =<br />
|torque =<br />
|fuel_system =<br />
|ignition = Bosch electronic<br />
|spark_plug = Bosch WM7B<br />
|battery = Yuasa 12N-12A-4A<br />
|transmission = 5 Speed<br />
|frame =<br />
|suspension =Front: 38 mm Marzocchi telescopic fork <br><br />
Rear: Marzocchi 330 mm dual shocks, 5-way adjustable<br />
|brakes =Front: 2 x 280 mm Disc, 1 [[piston]] [[caliper]] <br>Rear: Single 280 mm disc<br />
|front_tire =<br />
|rear_tire =<br />
|rake_trail =<br />
|wheelbase = 1510 mm / 59.4 in<br />
|length =<br />
|width =<br />
|height =<br />
|seat_height = 780 mm / 30.7 in<br />
|dry_weight = 205 kg / 452 lbs<br />
|wet_weight =<br />
|fuel_capacity = 18 L / 4.8 US gal / 4.0 Imp gal<br />
|oil_capacity =<br />
|fuel_consumption =<br />
|turning_radius =<br />
|related =<br />
|competition =<br />
}}<br />
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It could reach a top speed of 220 km/h / 137 mph. <br />
<br />
==Engine==<br />
The engine was a Air cooled cooled Four stroke, 90°Ltwin cylinder, SOHC, 2 valves per cylinder, [[bevel gear]] driven. The engine featured a 9.5:1 [[compression ratio]]. <br />
<br />
==Drive==<br />
Power was moderated via the Wet, multiplate. <br />
<br />
==Chassis==<br />
Stopping was achieved via 2 x 280 mm Disc, 1 piston caliper in the front and a Single 280 mm disc in the rear. The front suspension was a 38 mm Marzocchi telescopic fork while the rear was equipped with a Marzocchi 330 mm dual shocks, 5-way adjustable. The 900SS MHR was fitted with a 18 L / 4.8 US gal / 4.0 Imp gal fuel tank. The bike weighed just 205 kg / 452 lbs. The wheelbase was 1510 mm / 59.4 in long. <br />
== Photos ==<br />
[[File:Ducati-900-MHR-79--3.jpg|600px|Ducati 900SS MHR]]<br />
[[File:Ducati-900-MHR-79--2.jpg|600px|Ducati 900SS MHR]]<br />
[[File:Ducati-900-MHR-79--1.jpg|600px|Ducati 900SS MHR]]<br />
<br />
== Overview ==<br />
Ducati 900 MHR<br />
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The Ducati MHR Mille is a racing<br />
legend. In 1978 a many times World Champion named Mike Hail-ood made a<br />
fairy-tale comeback aboard a beefed-up street bike and against all odds won<br />
one of the most prestigious races of all time - the gruelling, six lap, 226<br />
mile Formula One TT on the Isle of Man.<br />
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Hailwood's bike was a<br />
hastily-cobbled together factory Ducati which beat much more powerful<br />
fully-fledged Japanese racers on its way to the chequered flag. Ducati were<br />
so pleased with the success, they released a limited edition of Mike Hailwood Replica (MHR) machines shortly afterwards. That bike was a 90<br />
degree, V-twin of 864cc capacity, a design essentially unchanged since 1975.<br />
A lot of troubled water has flowed under Ducati's bridge since then. They<br />
were taken over by Cagiva and their 500, 600 and 900cc engines and frames<br />
have been updated and restyled, and are now sold under the Cagiva banner.<br />
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In 1984 however, a bike was<br />
launched to thrill every Ducati lover the world over - a 1000cc MHR, a bored<br />
and stroked version of the popular 900MHR, bigger and better than ever.<br />
The big V-twin's calling card has<br />
always been massive torque. The bike has tall gears and long legs while the<br />
motor sports two of the biggest pistons in captivity. It is not a<br />
high-rewing engine but makes plenty of power low down, in a relaxed,<br />
unhurried manner. The new 1000 machine has been substantially updated and<br />
comes with revised bevel drive, Nickasil barrels, a hydraulically operated<br />
dry clutch and a new, one piece, nitrided crankshaft running in plain<br />
bearings. In perfect primary balance, the 90 degree V-twin still features<br />
Ducati's original desmodromic valve operation with rockers that both open<br />
and close the valves.<br />
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The frame is a delicate-looking<br />
but immensely strong and rigid open spine type cradle using the crankcase as<br />
a structural member.<br />
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The large full fairing hides the<br />
skeletal, rather elemental profile of the bike though nothing can disguise<br />
its thunderous performance.<br />
There is nothing frantic about<br />
riding a Ducati even on an open road. The low frontal area and a very long<br />
wheelbase give excellent stability and roadholding.<br />
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The Ducati is a pure,<br />
unadulterated thoroughbred; a lean and hungry racer, one of the last real<br />
motorcycles. Many have described the essential Ducati experience as<br />
being akin to riding God's own motorcycle.<br />
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Despite its considerable charisma and the myths and folklore that have<br />
sprung up around it, it is a fact that in the real world, a large Ducati is<br />
as fast on a tar road, point-to-point, as any comparable bike. Long may<br />
Ducati continue to flourish.<br />
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History<br />
Early in 1983 work began on updating the 900 MHR. Over the previous<br />
two years the 900 MHR had been the mainstay of the Ducati bevel-drive line-up<br />
but. as with the 900 Super Sport a year earlier, itsdays were numbered as a<br />
kick-start only motorcycle. When the time came for an update with an electric<br />
start, Ducati chose to base the new MHR on the 900 S2 rather than the earlier<br />
SS. The new series 900 MHR was also offered as kick-start only, featuring the<br />
earlier square-case engine in thenewchassis, but the majority of 1984 900 MHRs<br />
were electric start. There also wasn't a direct transition between kick-start<br />
engines with the older or new chassis, but all electric start MHRs featured the<br />
new chassis, as did the 25 kick-start 900 MHRs built in 1984. The kick-start<br />
engine was shared with the 900 S2, and all the updates covered in the previous<br />
section.<br />
<br />
Engine<br />
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Although maintaining the same basic architecture as the existing<br />
square-case engine, the 1984 updates were the most significant since the first<br />
860 appeared back in 1974. Developments included a dry clutch, revised<br />
electrics, a new electric start, and restyled outer engine covers. The resulting<br />
900 was one of the finest bevel-drive engines, and even smoother and more<br />
powerful than other 900s.<br />
As the new engine was electric start, engine numbers continued that<br />
of the 900 S2, beginning around DM860. The new crankcases also featured<br />
the same developments that appeared on the kick-start engine after DM860 096314.<br />
These included the different crankcase screws, oil level sight glass and spin-on<br />
oil filter, but there was now an additional magnetic sump plug. The dipstick<br />
filler was removed and the hole cast over. Most of the engine internals were<br />
unchanged, including the pressed up crankshaft with 38mm crankpin. needle roller<br />
big-end bearings, one-piece forged 145mm con-rods, and 20x59mm gudgeon pin. The<br />
only difference between the new and older crankshaft was a slot machined in the<br />
right end of the crankshaft for ignition timing checking.<br />
Although the same 9.3:1 compression ratio was maintained, the<br />
forged Cermetal NC20 86mm pistons were now matched with Gilnisil-coated<br />
cylinders without removable liners. Only two bushes were now used to locate the<br />
cylinder head with the cylinder, and there were new cylinder base gaskets. To<br />
reduce engine noise, each cylinder had 22 rubber plugs in the fins. There was no<br />
change to the design of the desmodromic cylinder head, but all valve guides were<br />
cast-iron, as were the valve seats. 25 rubber plugs were inserted between the<br />
cooling fins. The camshaft drive was unchanged, the lower bevel gear pins<br />
including the retaining circlip as on the final kick-start engines. Apart from a<br />
new oil pump casing the oil pump was unchanged, as was the lubrication system.<br />
All electric start 900 MHRs featured a spin-on oil filter.<br />
Although the Bosch ignition system was ostensibly unchanged, there<br />
was also a new ignition rotor on the crankshaft and the maximum advance was<br />
reduced to 28 degrees, with a static figure of five degrees. As on the 900 S2<br />
the ignition coils were now Motoplat instead of Bosch, without the two Bosch<br />
resistors, and mounted on the front frame downtubes. The high voltage resistance<br />
was still 8800 Ohm, but the Motoplat coils were less reliable than the Bosch.<br />
While the same helical 32/70-tooth primary drive ratio was retained, the<br />
gears were new. The flywheel was lighter, with machined flat sides, the<br />
crankshaft gear and the clutch driving gear now inboard of the steel dry clutch<br />
basket. This clutch driving gear was supported by 25x52x15mm and 25x47x12mm<br />
bearings and splined to the outer clutch drum. The hydraulically-actuated dry<br />
clutch was a significant update over earlier designs featured a revised clutch<br />
plate layout. Similar to that of the Pantah, this now included six metal driven<br />
plates with seven friction driving plates.<br />
There was an outer metal pressure plate and six 42mm springs. Early in the<br />
1984 model year an additional metal driven plate was added to reduce clutch<br />
slipping. The clutch actuation system through the gearbox main shaft was similar<br />
but for modifications to include the hydraulic slave cylinder. There was little<br />
change to the gear box; the only updates were to the main shaft to incorporate<br />
the dry clutch, and an internal oil seal. The output gear was also revised to<br />
include an improved internal oil seal.<br />
Although the basic electric start system was unchanged, there was a much<br />
smaller (and lighter) 0.7kW Nippon Denso starter motor. A lower chain drive gear<br />
accompanied this to the crankshaft drive. Although the Nippon Denso motor was<br />
troublesome on the later Mille. it had no problem starting the 864cc engine with<br />
its ball and roller bearing crankshaft. A two-piece outer clutch and primary<br />
drive cover incorporated the new electric start and dry clutch, and was<br />
accompanied by a new alternator and hydraulic slave cylinder cover on the right.<br />
The result was very attractive, and the electric start and alternator covers<br />
more compact. The alternator cover now included a removable plate with<br />
'ELECTRONIC IGNITION' engraved on it, as well as a plastic oil filler plug. This<br />
was an unusual feature considering electronic ignition had been featured on the<br />
bevel-drive engine for nearly 10 years, and also considering the ignition was<br />
actually on the other side of the engine.<br />
Carburetion was by Dell'Orto PHM 40BDand BS carburettors, breathing<br />
through individual air filters as on the 900 S2. Also like the S2 the air filter<br />
boxes were painted red and breathed though normal rigid plastic intakes. The<br />
aluminium intake manifolds were now identical front and rear, although the front<br />
incorporated a special screw for a line to the vacuum fuel tap. Both<br />
carburettors had cable-operated chokes, with the plastic black lever being<br />
situated near the regulator. The exhaust system was also shared with the 900 S2<br />
and included Silentium mufflers, although Contis were an option. For some<br />
markets a two-into-one Conti exhaust was fitted as standard, this exiting on the<br />
left. The claimed power for the new 900 was 72 horsepower at 7000rpm, with a top<br />
speed of 222km/h.<br />
Chassis<br />
While retaining strong visual links with the previous 900 Mike Hailwood<br />
Replica, the 1984 version was 900 S2-derived rather than Super Sport-based.<br />
Despite factory claims the new 900 MHR was heavier, longer, and taller than its<br />
predecessor. The red-painted frames for both the kick-start and electric start<br />
1984 900 were identical.<br />
As the clutch was still cable-operated, the black clutch lever,<br />
bracket, and adjustment mechanism was as on the 1983 900 MHR. The black brake<br />
lever was also from the earlier model, as were the Verlicchi handgrips.<br />
New black Verlicchi clip-on handlebars set the electric start 900<br />
MHR apart. These were also forward-set, but provided adjustment in three planes.<br />
The clutch master cylinder (with black dog-leg lever) was on the left handlebar,<br />
and the plastic twin-cable Verlicchi throttle was the 900 S2 type, incorporating<br />
the starter button and engine stop switch. Most of the frame fittings were from<br />
the 900 S2, including the aluminium foot levers and the folding footpegs with<br />
rubbers. The gearshift and brake pedals used the earlier rubbers, these changing<br />
to a ribbed type during 1984. The gearshift linkage still used a balljoint with<br />
a clevis pin. and the passenger footpegs were the newer 900 S2 type.<br />
The electrical system was similar to the 900 S2, but the electric<br />
start version featured some updates. This included a 170mm Carello H4 60W<br />
headlamp and a revised instrument panel with eight LED warning lamps under an<br />
opaque cover. Designed for the impending Mille, the fuel and oil pressure<br />
indicators weren't connected on the 900. Kick-start versions retained the<br />
earlier warning light arrangement between the Nippon Denso speedometer and<br />
tachometer. Both kick-and electric start models shared the larger CEV taillight<br />
and stalk-mounted indicators with the 900 S2.<br />
Although the 1984 900 MHR was considered an interim model, many more electric<br />
start versions (1457) were produced than the later Mille. By 1984 the Mike<br />
Hailwood Replica was really an anachronism as 18in wheels and twin shock<br />
absorber rear suspension was unfashionable. This year was a transitional one for<br />
Ducati as it moved towards Cagiva ownership and the 900 MHR was a confused<br />
product. While the engine demonstrated the finest aspects of a decade of<br />
evolution, the chassis was seemingly designed to appease style and practicality.<br />
The result was a motorcycle functionally inferior to its predecessor, but one<br />
that would see the bevel-drive engine through until its demise.<br />
Source Ducati Bible{| class="wikitable"<br />
|- <br />
!Make Model<br />
|Ducati 900 MHR (Mike Hailwood Replica)<br />
|- <br />
!Year<br />
|1979 - 81<br />
|- <br />
!Engine Type<br />
|Four stroke, 90°Ltwin cylinder, SOHC, 2 valves per cylinder, bevel gear driven<br />
|- <br />
!Displacement<br />
|864 cc / 52.7 cu in<br />
|- <br />
!Bore X Stroke<br />
|86 x 74.4 mm<br />
|- <br />
!Compression<br />
|9.5:1<br />
|- <br />
!Cooling System<br />
|Air cooled<br />
|- <br />
!Induction<br />
|2 x Dell'Orto PHM 40B carburetors<br />
|- <br />
!Spark Plug<br />
|Bosch WM7B<br />
|- <br />
!Ignition<br />
|Bosch electronic<br />
|- <br />
!Battery<br />
|Yuasa 12N-12A-4A<br />
|- <br />
!Starting<br />
|Kick<br />
|- <br />
!Max Power<br />
|58.8 kW / 80 hp @ 7500 rpm<br />
|- <br />
!Max Troque<br />
|86 Nm / 8.8 kgf-m / 63.5 ft-lb @ 5800 rpm<br />
|- <br />
!Clutch<br />
|Wet, multiplate<br />
|- <br />
!Transmission<br />
|5 Speed<br />
|- <br />
!Primary Drive Ratio<br />
|2.187:1 (32/70)<br />
|- <br />
!Gear Ratios<br />
|1st 2.237 / 2nd 1.562 / 3rd 1.203 / 4th 1.000 / 5th 0.887<br />
|- <br />
!Final Drive Ratio<br />
|2.400:1 (15/36)<br />
|- <br />
!Final Drive<br />
|Chain<br />
|- <br />
!Front Suspension<br />
|38 mm Marzocchi telescopic fork<br />
|- <br />
!Rear Suspension<br />
|Marzocchi 330 mm dual shocks, 5-way adjustable<br />
|- <br />
!Front Brakes<br />
|2 x 280 mm Disc, 1 piston caliper<br />
|- <br />
!Rear Brakes<br />
|Single 280 mm disc<br />
|- <br />
!Front Wheel<br />
|100/90 - V18<br />
|- <br />
!Rear Wheel<br />
|120/90 - V18<br />
|- <br />
!Dimensions<br />
|Length: 2200 mm / 86.6 in Width: 700 mm / 27.6 in Height: 1280 mm / 50.4 in<br />
|- <br />
!Wheelbase<br />
|1510 mm / 59.4 in<br />
|- <br />
!Seat Height<br />
|780 mm / 30.7 in<br />
|- <br />
!Dry Weight<br />
|205 kg / 452 lbs<br />
|- <br />
!Braking: 100 Km/h - 0<br />
|39 m / 128 ft<br />
|- <br />
!Fuel Capacity<br />
|18 L / 4.8 US gal / 4.0 Imp gal<br />
|- <br />
!Standing ¼ Mile<br />
|12.5 sec / 175 km/h / 109 mph<br />
|- <br />
!Top Speed<br />
|220 km/h / 137 mph<br />
|- <br />
!Colours<br />
|Red frame, red, white and green<br />
|- <br />
!Manual<br />
|Bevelheaven.com<br />
<br />
|}<br />
== External Links ==<br />
* http://www.bevelheaven.com/manual-index.htm<br />
<br />
[[Category:Ducati motorcycles]]</div>Kylebass