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DESMOPHILES
REGIONAL CONTACTS Auckland Wayne Lyons
027-4728-343
Waikato
The Newsletter of DOCNZ Ducati Owners Club of NEW ZEALAND June - September 2014 Issue 66 COMMITTEE
Manawatu Trevor Smart
027 727 1883
Bay of Plenty Lindsay Beck (Bayride) 027 248 2367 Hawkes Bay Nigel Taylor & Claire Miller
021 273 9450
Wellington Todd (Motomart) Chris Marer
0800DUCATI 027 447 4299
Richmond Grant
03-528-0086
Greg Monahan
021 851 916
Motueka
Nelson
President
Greg Monahan
Heath (Hamilton M/C) 07-849-1919
021 851 916
Marlborough Graham McDonald
03-578-2490
Secretary Brent (Molly) Meldrum
027 522 5185
Treasurer Nigel Taylor
027 490 3408
Editor/Publisher Richard Sabiston
editor@docnz.co.nz
webmaster@docnz.co.nz
Communications Coordinator Greg Monahan
Dunedin/Deep South Gary Winter
03-476-7515 021 206 9866
the above members and also the Ducati Dealer Network are a very good way to find out more about the club.
All Magazine contributions and Membership Enquiries to:
Webmaster Nigel Haworth
Christchurch Craig (Casbolts M/C) 03-366-4401 Phil (Desmocycle) 03-318-8061 021 137 0309
docnz@docnz.co.nz
DOCNZ P.O.Box 6537 Marion Square Wellington 6141 NEW ZEALAND Email: secretary@docnz.co.nz
www.docnz.co.nz
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EDITOR’S SAY
Well who would have thought “Issue No. 66” would be the beast of a magazine to get out the door. I would like to say a big thank you to all the people who forwarded an article to the club for this issue. Without your help this issue would not have been possible. To the members of the club, I implore you to please send an article or two in, even if you think “Naaaarrrr - it will never get in to the mag” or “Why would somebody want to know about my ride to ……….(please fill in blank)”. Well I have to say we do! We want to hear from our New Zealand Ducati community! We want to know what you have been up to. I myself have had an additional motorcycle just magically turn up on our doorstep, to help a fellow motorcycle enthusiast store his MHR900. I am hopeful that the adoption will fly under the radar of the “THE WIFE”, but as she reads the magazine, I find it highly unlikely. So I will have to smile a lot and collect a lot and I do mean A LOT of brownie points. Can I also put a shout out for some more modern bike articles….. Dave Clare, your article is next. Well enough talking, have a read and go for a ride, summer is on its way and Ducatis look great in any weather.
PRESIDENT’S PRATTLE
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Ciao everybody, as we are now in the middle of winter and spring feels closer than it probably is, there will be some great opportunities to go for a ride. For the committee and me, the main focus over the last few months has been planning the National Ducati Rally (NDR2015). The Rally will be held at the same fantastic venue as last time Wairakei Resort near Taupo. The dates for the NDR2015 are 13th to 15th March so set them in your diary, and don't forget, following straight on from the rally is the Ducati Turismo, which as everybody knows is a fantastic event. The Turismo will cover some fantastic roads over the lower North Island and the Upper South Island during the five days of riding. More details on both of these awesome events will be available very soon so lock those dates in your calendar and will see you next March if not before. World Ducati Week (WDW2014) has just been completed in Misano Italy. At the same time the World Presidents Meeting (WPM) was representation this year by Perry Dunfoy as VP, and Neil Frameaux representing NZ at the meeting. Six club members attended the WDW2014 event, so no doubt they'll be some good stories and photos in upcoming issues of the magazine of the journey and adventure in Italy with other World of Ducati Owners Club Presidents and highlights of WDW2014. Look out for the information packs which will be coming out in the next month and secure your space in what will be a fantastic NDR in Taupo and Turismo next March. Enjoy your Ducati, and ride safe and see you on the road, until next time, arrivaderci... Ciao Greg
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SECRETARY REPORT “MOLLY SAY�
The thing I love the most about being Secretary is meeting and talking to so many like minded souls. While nobody likes being chased for money and I don't like chasing, membership renewal time is a great time to catch up with members that I don't get a chance to catch up with in the rest of the year. We've had an ok year for renewals and with the personal touch of chasing, I've managed to get the membership numbers above last years peak of 191. So far this year we're at 195 and based on last years trends and NDR we should be on track for 220 members by the end of our membership year. I'd personally be very happy with that as my aim for this year was 200. All has been very quiet on the bike front, apart from moving them out of my storage shed and temporarily housing them elsewhere pending Sally's and my weekender being built. I'm very excited with the build as it gives me the opportunity to have the garage I've always wanted and being in the middle of 10 acres, the ability to make as much bevel noise as possible without neighbours moaning. Very exciting times. Even though things have been fairly quiet, I have started to tart up my 76 SS, with the Borranis off being rebuilt, and the forks and triple clamps about to be dragged out, stripped and painted. Other than that I have been ordering the correct screws for the fairing, side covers etc to return it to original. It will be stunning when finished and hopefully all going well will be my ride for NDR. The Superlight has also been getting some attention and is looking great, a big improvement over what it looked like a year ago. WDW looked amazing as usual and I look forward to seeing the stories coming through the magazine soon (hint hint guys) Ciao
CAPTAIN NIGEL’S TREASURE REPORT
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Big changes in the Taylor/Miller household since our last chat. We have become great grandparents, which is a bit of a shock in itself. I don’t mind the great and the grand bits taken by themselves it’s when you string the whole lot together that things get a bit daunting. The other change of major significance is Claire has decided to sell the 851, not because she wants to, she is just finding it too difficult to ride without too much pain in the knees and wrists, so it is time for this fine motorcycle to go to a new home. Far be it from me to take advantage of this opportunity to advertise the bike here but here goes anyway: For Sale Ducati 851/888 Strada 1991 Ducati 851 Strada BiPosto Italian home market model fitted with 92 spec 888 single injector motor; one of 500 produced in 1991 Showa Upside down forks with adjustable compression and rebound dampening Ohlins rear shock with adjustable compression and rebound dampening Aluminium tank Sil Moto cans Owned for last 15+ years 70,000km Owners manual Full service history Well sorted reliable bike RHD Headlight shell fitted, LHD headlight shell available should you consider taking this bike further afield Selling as Claire is now a great grandparent and this bike deserves a younger rider. $8500.00 Mob 021 273 9450
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All this has made me a bit tearful as I start to reminisce about some of the great rides we have had on this bike. The first being the day we picked it up from a car park in Taupo where we had agreed to meet up with the former owner Pete Thomasen. I bought the bike back to Wellington as Claire was too short of leg to cope with the flip up side stand. That was when I found you could ride around the outside of an R1 through the Mangawekas. This was going to be one long and very enjoyable journey. Those of you who have been with the
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CAPTAIN NIGEL’S TREASURE REPORT
- CONT
club for a while will know the bike has since been to most of the NDR’s, a few Turismos and even made it to Bologna for WDW2004. We will both be sad and happy to see it go to a good home. On the DB1 front the engine is almost back together now with a few new shiny bits but mostly the original bits with a bit of a cleanup, repainting and re-plating. The target is to have it ready for NDR/Turismo in 2015 if not before then. Next issue the does the frame get reacquainted with the engine??? Current account: $10,883.50 Deposit Account $5,871.33 Buy for now Nigel
BY NIGEL TAYLOR
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CAPTAIN NIGEL’S TREASURE REPORT
- CONT
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Veloce books are stocked by or can be ordered from bookshops and specialist mail order companies. Veloce books can be supplied direct (credit cards accepted).
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TWIN SPARK FASTBIKEGEAR
Copyright Liam Venter, FastBikeGear 2013. This article is borrowed from one of the chapters of the manual Liam wrote for the programmable Ignitech ignition system that FastBikeGear supplies for Ducati’s fitted with carburetors. Understanding ignition timing (you need a beer now!) Many people think that simply running the maximum advance you can run before you get detonation will give you the maximum power. This is not correct. Probably the best way to explain ignition timing is tell you a bit of a story.
Recently I was asked by an experienced motorcycle dyno operator why I had twin sparked the FastBikeGear project Ducati 900SS? His belief is that twin sparking wouldn't provide a performance advantage. But here's the theory for doing it. A bit of a brain dump really. Hopefully it will stimulate your thinking.
BY LIAM VENTER
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Most twin spark Ducati’s fitted with twin spark heads fire both spark plugs in the cylinder head at the same time, with the primary aim of increasing performance. They use a single coil (with two spark plug output leads) for each cylinder. Other manufacturers sequentially fire each of the plugs in their twin spark heads one after the other, to achieve this they need to use two separate coils (each with a single plug output lead) for each cylinder. Their primary aim is to improve emissions – not improve performance! A petrol engine can be thought of as just a self-powered air pump. The pump can be optimised (tuned) for economy or performance. There are many ways to improve the power output of a pump, especially if we are willing to compromise on fuel efficiency, service intervals and reliability.
I will go out on a limb here and state there are only four ways to increase engine performance: 1.
Reduce engine losses (including pumping, 'inertial' and thermal losses).
2.
Increase the number of air and fuel molecules you burn in the cylinder.
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TWIN SPARK FASTBIKEGEAR - CONT
3.
Increase the speed of the controlled burn in the cylinder.
4.
Improve the timing of peak combustion pressure in the cylinder.
Every engine performance modification I can think of helps achieve one of the four things above. You will notice that three out of these four things occur in the cylinder. Nearly everything we do to an engine outside the cylinder to increase the performance is designed to improve what happens in the cylinder. So understanding how, when and how much fuel and oxygen we burn in the cylinder is critical to modifying engines. A mixture that burns (not explodes!) at the fastest rate produces the maximum power! Mixing: Burn speed is dependent on several factors including how well the air and fuel is mixed on its way into the cylinder and within the cylinder. Air/Fuel ratio: An air-fuel-ratio mixture between 12.5 to 13.5 burns fastest. A mixture either leaner or richer than this burns slower. Charge Density: Burn speed is also dependent on how many air and fuel molecules are packed together in the combustion chamber. The closer they are packed together in the same volume, (charge density) the easier it is for the fire to jump from one set of molecules to the next and burn faster. There are many ways to improve air fuel mixing, optimise the air/fuel ratio and improve the charge density, including the following: increase valve sizes, increase valve overlap, increase valve lift, increase the size of the inlet and exhaust ports, increase the number of valves, optimise the location of the spark plugs, use multiple spark plugs, optimise the air/fuel ratio, install a tuned exhaust system, increase compression, turbocharge, supercharge. ALL of these techniques either increase the burn speed or the number of air and fuel molecules you burn in the cylinder and consequently provide an increase in performance. On a bike with carburetors, high load conditions like opening up the throttle in a high gear while going up a hill will increase the charge density. Timing ignition for power and minimising pumping losses. Due to the geometric relationship between items such as pistons, conrods and cranks, to develop maximum power, starting the fire (ignition) needs to be timed so that the peak combustion pressure occurs somewhere between 14 and 20 degrees After Top D (Continued on page 16)
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TWIN SPARK FASTBIKEGEAR - CONT
(Continued from page 14)
Dead Centre (ATDC). To achieve this, the fire must be started sometime Before Top Dead Centre (BTDC). As the piston is coming up on the firing stroke the mixture is ignited. This causes some extra increase in pressure within the cylinder over and above that caused by compression due to piston movement alone. This extra compression causes pumping losses as the Inertia of the engine must fight the force of this increased pressure trying to reverse its direction. This results in decreased horsepower. This loss in power is a referred to as a pumping loss. A starter motor must also fight this increased compression when trying to turn over an engine. To make the starter motor's job easier, modern ignition systems usually retard the timing at revs below idle speed. The heat buildup problem. Heat buildup within the combustion chamber increases the likelihood of pre-ignition and detonation issues. Remember a mixture that burns (not explodes!) at the fastest rate produces the maximum power. Pre-ignition is when the fuel air mixture explodes at some point before the spark plug has fired. Post ignition detonation (normally just referred to as 'detonation') is when the fuel/air mix explodes at some point after the spark plug has fired. Unfortunately the onset of pre-ignition and detonation cause dramatic and rapid temperature increase inside the combustion chamber which can become self-sustaining. Pre-ignition and detonation can quickly damage or destroy an engine. Unfortunately ALL of the things we do to increase performance by increasing charge density, also increases heat buildup within the combustion chamber. (Higher charge density means that we have a greater number of molecules burning, which means that we have more energy being released). Uneven mixing of fuel and air also increase the likelihood of pre-ignition and detonation. There are several strategies to counter this problem including: 

Optimising squish bands to improve the fuel air mixing and helps counter unevern fuel/air mixing. There seems to be near universal agreement that 40“ or 1mm is the ideal squish gap to achive this for a number of complex reasons.
BY LIAM VENTER
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Conduct the heat away from the cylinder head using richer than optimal fuel air mixtures. As petrol has about twice the specific heat (heat absorption ) capacity of air, richer fuel mixtures allow more energy to be absorbed and not transmitted to the cylinder walls pistons and exhaust valves etc. Unfortunately using suboptimal fuel air mixtures also decreases our burn speed which means that we also loose performance!
Conduct heat away using water cooling and improved oil cooling.
Reduce friction using slipper pistons and special low friction coatings.
Retard the ignition timing advance.
Make the mixture burn (not explode) faster.
As mentioned the need to start the fire BTDC, so that the maximum combustion pressure occurs somewhere between 14 and 20 degrees ATDC, means that there is a fight between forces as the engines momentum drives the piston up to towards Top Dead Centre and the already ignited mixture tries to expand. The fight between these opposing energies is a cause of surprisingly large temperature increases. One method of reducing heat buildup to avoid pre-ignition and detonation is retarding the ignition timing. Unfortunately we often need to retard the timing to such an extent that the peak combustion pressure occurs after the ideal geometric power transfer time (14 and 20 degrees ATDC). Kicking the horse after it has bolted. If we retard the timing too much to decrease pumping losses and prevent heat buildup, our maximum combustion pressure occurs somewhere later than our ideal of 14-20 degrees ATDC. It is like trying to kick the horse after it has bolted – we lose horsepower. As richer fuel ratios, retarded timing, and improved cooling have inherent performance tradeoffs, achieving maximum performance by balancing these variables is like trying to solve simultaneous complex equations. The Benefits of twin sparking If we could shorten the burn time by setting fire to the mixture at two places at once we get lots of benefits.
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TWIN SPARK FASTBIKEGEAR - CONT
Shorter burn time with more intense peak pressure at desired point somewhere between 15 and 20 degrees ATDC. More reliable determination of peak pressure timing. Less heat transfer to valves, pistons and cylinder head due to shorter burn time. Less chance of detonation and pre-ignition due to head build up in cylinder. Less time for detonation to occur, because the fuel mixture is burnt faster. However using a twin spark setup allows “less advance� to be used and still have maximum combustion pressure arrive at between 14 and 20 degrees ATDC for the simple reason it reduces the distance the flame front has to travel from each spark plug in order to set fire to all of the mixture. There is no performance trade off to using twin spark heads. In engines with a greater distance between the plug and furthest point of mixture (e.g. large bore
BY LIAM VENTER
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engines, engines with high domed pistons, or two valve engines with noncentrally positioned spark plugs) converting to a twin spark setup is even more of an advantage.
Complicating matters As noted earlier a bikes maximum performance ignition requirement at any given revs is dependent on the burn speed, which is faster at higher charge densities. Typically charge density will be higher at greater throttle openings. This is why you are far more likely to have detonation at full throttle at low revs than at partial throttle at the same revs. Unfortunately, this means bikes fitted with crude ignition systems often have to run far less ignition advance at any given revs than would be ideal for maximum power (and torque) at partial open throttle. For this reason all modern bikes have some way of varying the ignition advance not only for different revs but also for different charge densities. The easiest way is to use a Throttle Position Sensor (TPS). Using a Throttle Position Sensor to modify the ignition advance means you can optimise when you ignite the mixture to maximise performance at different throttle openings. Some bikes will run as much as 10 degrees more advance on half throttle than they do at full throttle at 3000 rpm for example. Installing a Throttle Position Sensor and an ignition system that can vary the advance according to throttle position, typically provides very noticeable gains in partial open throttle performance. The bikes performance will also be much smoother. From first-hand experience I can advise that installing a TPS and an Ignitech ignition system to dynamically modify the ignition curve on my own Ducati 900SS has made an incredible difference to the bikes performance when rolling on the throttle coming out of corners!
See I warned you at the start of this article that you needed a beer!
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MOTOGP WORLD CHAMPIONSHIP 2014 Race Calendar 23 Mar Qatar, Losail International Circuit (Evening race) 13 Apr Americas, Circuit of the Americas 27 Apr Argentina, Aut贸dromo Termas de Rio Hondo 04 May Spain, Circuito de Jerez 18 May France, Le Mans Circuit 1 Jun Italy, Mugello Circuit 15 Jun Catalunya, Circuit de Barcelona-Catalunya 28 Jun Netherlands, TT Assen (Saturday race) 13 Jul Germany, Sachsenring 10 Aug Indianapolis GP, Indianapolis Motor Speedway 17 Aug Czech Republic, Automotodrom Brno 31 Aug Great Britain, Silverstone Circuit 14 Sep San Marino & Riviera di Rimini, Misano World Circuit Marco Simoncelli 21 Sep Arag贸n, MotorLand Arag贸n 28 Sep Brazil, Brasilia - Subject to homologation 12 Oct Malaysia, Sepang International Circuit 19 Oct Japan, Twin Ring Motegi 26 Oct Australia, Phillip Island 09 Nov Valencia, Ricardo Tormo-Valencia
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SUPERBIKE WORLD CHAMPIONSHIP 2014
Race Calendar 23 Feb Australia, Phillip Island GP Circuit 13 Apr Spain, MotorLand Arag贸n 27 Apr The Netherlands, TT Assen 11 May Italy, Autodromo Internazionale Enzo e Dino Ferrari di Imola 25 May UK, Donington Park 08 Jun Malaysia, Sepang International Circuit (STC) 22 Jun Italy, Misano World Circuit Marco Simoncelli 06 Jul Portugal, Aut贸dromo Internacional do Algarve 13 Jul USA, Mazda Raceway Laguna Seca (STC)* 07 Sep Spain, Circuito de Jerez 21 Sep Russia, Moscow Raceway 05 Oct France, Circuit de Magny-Cours 19 Oct South Africa, Phakisa Freeway (STC) 02 Nov Overseas TBC * WSBK class only. STC = Subject to contract. TBC = To be confirmed.
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NATIONAL DUCATI RALLY - CONT
BY BRENT MELDRUM
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DUCaTI F1/DB1 Engine RESTORED
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DUCATI 750 SPORT
Sometimes an opportunity arises that is too good to refuse. A few years ago my good mate Leigh Farrall, of CafĂŠ Racer Motorcycles in Melbourne, called and asked if I wanted to look at a mint condition, low kilometre, 100 percent original Ducati Sport. I
BY IAN FALLOON
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DUCATI 750 SPORT - CONT
was really only moderately interested. After all I already had a 750 Sport, one of the few 1978 models assembled out of spare parts just for Australia that I restored a few years ago. And I suspected it was a similar later model with polished engine cases because early Sports were a lot rarer, and just didn’t seem to be around any more.
When I saw this bike I was astounded, as it transported me back to when I bought my first brand new motorcycle. That was a 1973 Ducati 750 Sport, and it was identical to the one sitting on a stand at Café Racer thirty years later. It had the same fibreglass fuel tank, black engine cases, leading axle Marzocchi forks, single Scarab disc brake, and only 7,700 kilometres on the Veglia clock. In 1973 the 750 Sport was the epitome of the factory café
BY IAN FALLOON
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DUCATI 750 SPORT - CONT
racer. If you wanted clip-on handlebars and rear-set footpegs only Ducati and a couple of other Italian manufacturers offered it. There was only a solo seat because a passenger upset the power to weight ratio. This was a year before the
BY IAN FALLOON emergence of the Super Sport, and for a street racer set-up, the Sport was it. My first recollection of the Sport was how low and narrow it was.
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DUCATI 750 SPORT - CONT This wasn’t a motorcycle that you perched on top of, but one you moulded into. Although it grew out of the very similar 750 GT, the Sport was considerably skinnier, and its sense of purpose saw it unadorned with unnecessary paraphernalia. There were no indicators or air filters because it was for pure sporting use only. One ride was enough to confirm the addiction. The 750 GT was already considered one of the best handling motorcycles available,
but the
BY IAN FALLOON
Sport was better. The low handlebars placed more weight on the front wheel, and at 185 kilograms it was lighter.
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DUCATI 750 SPORT - CONT
The lightest of all Ducati bevel-drive twins, and while there were only a few engine developments; the Sport was a much
faster motorcycle than a GT. It is difficult to imagine how by only changing the carburettor size and compression ratio the characteristics of the engine could be so transformed.
BY IAN FALLOON Because tiny 30 mm Amal carburettors, and restrictive air cleaners strangled the engine, the 750 GT was a sedate performer. Along with low compression pistons the GT was no match for a Norton Commando let alone a Kawasaki Z1. But with lighter 9.5:1 pistons, and the new Dell'Orto 32 mm "pumper" carburettors with velocity stacks, the 750 Sport was suddenly a Superbike. The only real weak point was the single Scarab disc brake, and a propensity for the kickstart to fly off while riding along. A couple of years later I sold the Sport. Not because I didn’t like it but because I found a Super Sport and my impecunious state as a student couldn’t support two motorcycles.
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DOCNZ CLUB NIGHTS
Auckland Birdcage Bar & Grill , 133 Franklin Road , Victoria Park , Freemans Bay 1st Wednesday of each month from 7.30pm
Hamilton Hamilton Motorcycle Centre, Te Rapa Road, Hamilton 3rd Tuesday of each month from 7.30pm
Wellington The Featherston Bar and Grill, Corner Featherston & Johnston Streets, Wellington 3rd Tuesday of each month from 6.00pm (although Lynda is usually there from about 5.15pm)
Nelson Speight's Ale House , 99 Quarantine Road, Stoke, Nelson 1st Tuesday of each month from 7.30pm
Christchurch Dux de Lux on Montreal Street. Start time 7.30pm—1st Tuesday of each month from 7.00pm
DUCATI 750 SPORT - CONT
But I always regretted selling it and when I saw this example it was like going back more than thirty years. They say that the classic bike scene is fuelled by nostalgia, and now I am doing my bit to sustain it. Some things haven’t changed though, and a continual impoverished state meant yet another trip to the bank manager.
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DUCATI 750 SPORT - CONT
FIVE THINGS YOU DIDN’T KNOW ABOUT FALLOON’S SPORT In 1973 the 750 Sport was the top model in the Ducati line-up, much as the 999R is today. Only 746 black case 750 Sports were produced in 1973. The 1973 Sport was the first Ducati to win a major production race in Australia when Tony Hatton took out the 1974 Adelaide 3-hour race. When AMCN tested the 750 Sport in November 1973 they managed a top speed of 211 km/h. This was the fastest 750 they had tested, and unlike many contemporary machines the 750 Sport didn’t scare the rider at that speed. Although it didn’t have desmodromic heads, or 40 mm carburettors, the 750 Sport was almost as fast as the renowned 750 Super Sport.
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CLUB REGALIA CLUB REGALIA PRICE LIST Shirts $25 Caps $15 Beanies $15
Anyone interested please contact secretary@docnz.co.nz
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DUCATI GOLD INSURANCE A specialised tailor-made insurance package for Ducati Owners featuring:
Highly competitive rates Sensible excess Flexible payment options Bonus – interest free monthly payment scheme Reduced premiums 0800 helpline service for policy holders Accessories and riding gear cover included in each policy
Phone, fax or e-mail for a no obligation quote
CASBOLTS MOTORCYCLES 39 MANCHESTER ST CHRISTCHURCH Ph 03-366-4401, Ph & fax 03-366-4402 E-mail sales@casbolts.co.nz
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TURISMO 2015 THE TWIN ISLANDS
Starting directly after NDR 2015, Turismo will cover some of the best roads that the lower North and Upper South Islands have to offer. Starting at the Wairakei Resort Taupo, Turismo 2015 will end 6 days later at the Mt Lyford Lodge, in the Hurunui district of North Canterbury. Turismo is run as a separate event from NDR so you can attend either one or both, but availability of accommodation will limit numbers to around 40 entries, so book you holidays now and watch this space for registration details. The proposed route is listed below. Turismo 2015, come join the adventure! Sunday 15th March 2015, Day 1: 425km Wairakei Resort to New Plymouth via the Awakino Gorge, a lap of Mt Taranaki then the Forgotten Highway to Whangamomona. Monday 16th march 2105, Day 2: 415km Whangamomona to Taumaranui via the Forgotten Highway, then National Park, Ohakune, Waiouru, and Taihape and finally to Napier via the Gentle Annie. Tuesday 17th March 2015, Day 3: 350km Napier to Masterton via Waipukerau, Pirongahau and Pongoroa, then on to Wellington. Wednesday 18th March 2015, Day 4: 320km Morning ferry to Picton then Queen Charlotte Dr to Havelock and onwards to Nelson, Motueka and Takaka via the Takaka Hill. Thursday 19th March 2015, Day 5: 375km Back over the Takaka Hill to Motueka, then the Motueka Valley Rd to Murchison, the Buller Gorge to Westport and then up the coast to Karamea Friday 20th March 2015, Day 6: 455km Back down the coast to Westport and follow the coast road further south to Greymouth via Punakaiki then Reefton to Springs Junction via the Rahu Saddle and on to Waiau and Mt Lyford by the Lewis Pass. More details to follow in the next issue of Desmophiles!
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2014 Membership First Name(s): ___________________________ Surname: _____________________________ Postal Address: ________________________________________________ Postcode: ________ Date of Birth:
____ / ____ / _______
Shirt Size:
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Additional Family Member: First Name(s):____________________________ Surname: _____________________________ Date of Birth: ____ / ____ / _______ Shirt Size:
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□ I/we would love to be registered with the Desmo Owners Club and receive emails & benefits from DUCATI Membership fees (please tick as appropriate)
□ Single / Associate □ Family □ Single / Associate □ Family
$70.00 (DESMOPHILES Club magazine - hard copy) $85.00 (DESMOPHILES Club magazine - hard copy) $40.00 (DESMOPHILES Club magazine - electronic copy) $55.00 (DESMOPHILES Club magazine - electronic copy)
You may include a cheque with the membership form, or you may pay by bank transfer: If you wish to pay this way, the details are: DOCNZ National Bank-Palmerston North 06-0746-0276337-000 (NB: Membership form still required please). Please note that memberships expire on the 31st of January. Applications and renewals received between November and January are registered as a membership for the following year Particulars of motorcycle/s: Make & Model ____________________________________________
Registration ___________
Year ____________
____________________________________________
___________
____________
____________________________________________
___________
____________
I hereby apply to the Ducati Owners Club New Zealand for membership. In the event of my admission as a member, I agree to abide by the Constitution and By-Laws of DOCNZ. Signature: ................................................................ Date: ............................................. Either post to: Ducati Owners Club New Zealand, PO Box 6537, Marion Street, Wellington 6141, New Zealand Or scan and email to: secretary@docnz.co.nz
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IF YOU'RE IN THE BUSINESS OF DUCATI MOTORCYCLES YOU MAY WISH TO REACH YOUR TARGET AUDIENCE THROUGH THIS SPECIAL INTEREST CLUB MAGAZINE Payment is due at the time of placement of advert.
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MAGAZINE CONTRIBUTIONS Magazine Contributions should be sent to: The Editor P.O.Box 6537 Marion Square Wellington 6141 NEW ZEALAND Email: editor@docnz.co.nz Deadlines are the 1st February, April, June, August, October and December for issues due out towards the end of the month. Display advertising is available for business – please contact the secretary. Rates above.
PICTURE CREDITS Cover photo: Ian Falloon. Treasurer’s report photographs: Nigel Taylor. Twin Spark FASTBIKEGEAR: Liam Venter. Ducati 750 Sport: Ian Falloon.
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