Motorcycling mirrors life, but why shouldn’t it? All of history’s truly great technical achievements have come from the minds of those striving to accomplish what hasn’t. So if Ducati, that renowned Italian association known for their prevailing spirit and innovation can only claim one honor, it is this: Courage is not the absence of fear, but rather the best reaction to it.

With the introduction of the 916 Superbike, Ducati set in motion one of the most significant motorcycles of our lifetime. Comparatively tiny, Ducati has conquered challenges that logic says it couldn’t. Impressive, to be sure, made more so by their refusal to abandon that prized position atop the podium. You’re only the underdog once. After that, you become the target. Ducati’s glory has been forged by skill and passion.       

Twenty years before the celebrated 916, Ducati’s 1974 Super Sport shook the world with its race bike handling and build. Based on Paul Smart’s Imola 200 winner, the round case 750 Desmo celebrated Ducati’s coming out. Previously known for their slim and sporty singles, the SS was the brainchild of Fabio Taglioni; the father of Desmodromics. Now with a signature 90 degree L-twin, Ducati built on their early success with race track victories (most notably, Mike Hailwood’s heroic 1978 Isle of Man TT win on a specially prepared NCR900SS) and tower shaft or belt-drive Pantah street bikes. Mixing success with failure, each Taglioni masterpiece was offset by the threat of financial collapse.

Following the very successful 4-valve 851/888 series, Ducati’s second generation Superbike was shown in prototype form at Milan in 1993. Its liquid cooled, fuel injected 916cc engine was based on the latest 888, bumped slightly with increased stroke and tilted forward to better weigh the front wheel. Inside were Pankl connecting rods, 888 Strada cams and 33/29mm intake and exhaust valves. The moly-steel trellis frame was new, and used the airbox to provide additional stiffness, while 43mm Showa USD forks featured an elliptical adjustment to alter fork rake and trail. A main point of interest was Ducati’s first mono-swingarm (using both the engine case and the frame for pivot support) fashioned in cast alloy and closely patterned after Honda’s ELF arm. Rated between 105-115-hp and weighing 436 pounds, the 916 carried Ducati to new heights.

The 916 was conceived at the Cagiva Research Center, headed by Tamburini. Building a heritage at Bimota, Tamburini relies on his skill as a designer, and his soul for direction. While the 916’s screaming 10.000-rpm engine was capable of 10.7 second ¼ miles times and top speeds approaching 160 mph, it was the mesmerizing styling that seized public attention.

The 851/888’s were dynamic motorcycles that earned the respect of all, but compared to the 916 even they looked boxy and dated. Then again, so did everything else. “When styling” Tamburini once stated, “you must begin with the front, because that’s where the eyes fall first.” Every inch of the 916, from its squinty dual lamps, to the radiused faring and scooped tail, screamed exclusivity. It wasn’t just fast. It didn’t just handle brilliantly, it became the worldwide bike of choice and Ducati couldn’t make enough of them. An instant classic, the competition (and Ducati themselves!) is still trying to recreate profound impact. Nolan Woodbury