This post is for Darren. Please think about our friend who won't be riding with us. RIP.
The factory comprises several large industrial buildings set back from the road and guarded by a small security hut, through which every visitor must pass.
We were pointed at the visitors centre and met our 'sponsor', Luca from Ducati Corse. Very, very, very cool to hear the receptionist referring to us as 'the visitors from Corse'.
We had to catch the tour, which was already half way around the factory, but since we were following the tour route, we saw everything the tour did, just more quickly. The factory was building a lot of aircooled motors for Monsters and had Panigales ready for the Japanese market, complete with their unique GSXR-like exhaust.
The factory seemed very relaxed. There was the usual background hum of machinery mixed with the sound of Ducati motors being fired up. We caught up with the tour and the guide. It was clear that there were people from all over the world, but the tour was conducted in perfect English. We were told by the guide that since the Audi buyout, the factory had become cleaner and more efficient, not because Audi were imposing new working practices or standards, but because the workforce wanted to change. Talking to a number of people there, it seems that the Audi involvement is welcome. They are not pushing Ducati to change but are happy to let Ducati set the targets, which they are then expected to meet. A couple of the managers we met were happy to have a company Ducati and a company Audi. Sounds good to me!
During the tour, we were told that every engine is checked three times during production. Immediately after assembly it is checked with an electric motor turing the crank, then it is run on the dyno and finally, an emissions check is made.
When you see bikes ready for different markets with different rules on lighting, emissions, noise levels and power and that the factory must keep spares for ten years for every model, you can start to see why spares can be so expensive. We couldn't take pictures of the production line or anything within the factory at all, but you can see all the production bikes at your local dealer.
A different guide took us round the museum and then told us that we could stay until they closed. In the end, we left only after they turned the lights out! I took a lot of pictures during the tour and then afterwards on our own. I think we were thrown out when we got back to the 996's and Supermono, so I'm afraid there aren't too many pictures of the 998s, 999s or Desmos.
The museum is laid out chronologically, with pre-war, non-moto products first, the Cucciolo next, through to a 'helmet' where the motogp Desmos are kept. The Desmos were particularly clean - a lot of polishing in there. The Cucciolo and the Apollo motor are the only non-race exhibits. There are sadly no WSS bikes, but you can't have it all.
So, starting at the beginning: Ducati started as a general industrial company making radios, typewriters, cameras and projectors.
More of this retro stuff later. Let's jump ahead a couple of decades.
Falappas 888: one of the most respected riders of his era, he still draws crowds. Note the Nightrider style digital dash!
After leaving Bursi, we (Max and I) headed South towards Bologna and the factory. We had arranged to visit the factory for a tour of the production facility and the museum.
The factory comprises several large industrial buildings set back from the road and guarded by a small security hut, through which every visitor must pass.
We were pointed at the visitors centre and met our 'sponsor', Luca from Ducati Corse. Very, very, very cool to hear the receptionist referring to us as 'the visitors from Corse'.
We had to catch the tour, which was already half way around the factory, but since we were following the tour route, we saw everything the tour did, just more quickly. The factory was building a lot of aircooled motors for Monsters and had Panigales ready for the Japanese market, complete with their unique GSXR-like exhaust.
The factory seemed very relaxed. There was the usual background hum of machinery mixed with the sound of Ducati motors being fired up. We caught up with the tour and the guide. It was clear that there were people from all over the world, but the tour was conducted in perfect English. We were told by the guide that since the Audi buyout, the factory had become cleaner and more efficient, not because Audi were imposing new working practices or standards, but because the workforce wanted to change. Talking to a number of people there, it seems that the Audi involvement is welcome. They are not pushing Ducati to change but are happy to let Ducati set the targets, which they are then expected to meet. A couple of the managers we met were happy to have a company Ducati and a company Audi. Sounds good to me!
During the tour, we were told that every engine is checked three times during production. Immediately after assembly it is checked with an electric motor turing the crank, then it is run on the dyno and finally, an emissions check is made.
When you see bikes ready for different markets with different rules on lighting, emissions, noise levels and power and that the factory must keep spares for ten years for every model, you can start to see why spares can be so expensive. We couldn't take pictures of the production line or anything within the factory at all, but you can see all the production bikes at your local dealer.
A different guide took us round the museum and then told us that we could stay until they closed. In the end, we left only after they turned the lights out! I took a lot of pictures during the tour and then afterwards on our own. I think we were thrown out when we got back to the 996's and Supermono, so I'm afraid there aren't too many pictures of the 998s, 999s or Desmos.
The museum is laid out chronologically, with pre-war, non-moto products first, the Cucciolo next, through to a 'helmet' where the motogp Desmos are kept. The Desmos were particularly clean - a lot of polishing in there. The Cucciolo and the Apollo motor are the only non-race exhibits. There are sadly no WSS bikes, but you can't have it all.
So, starting at the beginning: Ducati started as a general industrial company making radios, typewriters, cameras and projectors.
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The Cucciolo
The ancestor of the machines we know as Ducatis is the Cucciolo This was a single cylinder 50cc motor intended to provide supplementary power to a conventional bicycle. The idea was not new: many French bicycle manufacturers sold something similar. It did nearly 60 miles per litre of petrol and had a top speed of approx 30mph. |  |
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This is the first Ducati race bike. Same 50cc Cucciolo motor but in a race chassis. It's wrong I know, but I love this little bike!
The first purpose built Ducati race bike
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Mike Hailwood's 250
See this from Ducati.com.
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Paul Smart
One of the most important Ducatis - the Imola wining 1972 750. I had no idea the paint on the Imola bikes was so bling! The stripe on the tank allows the team to see the fuel level.
Tennis ball containing wet foam - 1970's tear-off!
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For John, Mickey and Jasper - the 851/888 Corse
These bikes were raced by Ducati for just two years before the intorduction of the 916. Timeless elegance.
Doug Polens WSB bike. Note the first use of carbon fibre disks. Reducing the rotational weight aids manoeuvrability and allows the suspension to work more effectively.
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Falappas 888: one of the most respected riders of his era, he still draws crowds. Note the Nightrider style digital dash!
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916 Racing - Carl Foggarty
To me, this is one of the purest Ducati race bikes - no traction control, no wheelie control, no problems with series ECUs, no 250bhp lunacy, just lots of carbon and magnesium and the talent of the rider.
(EDIT: I just arranged all these pics - maybe there are too many, but I can't decide which to drop!)
(EDIT: I just arranged all these pics - maybe there are too many, but I can't decide which to drop!)
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Foggys 1999 Factory 996RS.
Note the very early radial calipers. It took another five years for radials to appear on Ducati road bikes.
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Troy Bayliss 2000 and 2001 996RS.
The silver bike is for Imola. It has a specially strengthened frame, one of three built for this circuit. The other two are in private hands. Note also the camera on the Imola bike.
This is as far as we got walking through the museum on our own. They turned the lights off on us, although how they expected us to find the way out...
This is as far as we got walking through the museum on our own. They turned the lights off on us, although how they expected us to find the way out...
Just loving the paint! We are D I S C O, we are D I S C O...
Troy Bayliss' 2002 998RS
During the 2002 season, the bike went from having a green Infostrada scheme to the blue.
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Triple 9's
Lovely! By this point on our tour, our beautiful guide was having a major sense of humour failure at my asking how many English World Champions Ducati had on their bikes. Australian too, clearly!
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Finally, the big guys
I would have loved to get more pictures of these bikes, but as I said, we were very politely thrown out!
No Rossi Desmo, cos sadly, he didn't win...
...and I nearly forgot... the Supermono
Wow, what a bit of kit. 120kg, strongly influenced the design of the 916. Legendary.
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Note the balance rod in these pictures (above)
As always, thanks for reading. It's been an interesting year. Good things, not so good things, but it's been great sharing information about our common passion. I've met so many great people all around the world through this blog.
Have a very happy Christmas and a great New Year!
Enjoy, Jerry.
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