Ducati SportClassics Technical Features
The SportClassic models all take advantage of the signature
Ducati ALS 450 steel tubular trellis frame, specifically engineered to give
the bikes precise and confident handling.
The frame’s high torsional rigidity ensures gratifying, sure-footed road
manners even when pushed to the limit.
This trellis frame is used on all Ducati motorcycles, but
lends itself especially well to the style of the SportClassics, and in
particular with Sea Green finish of the Paul Smart 1000 Limited Edition
linking it by way of colour to the original 1974 Super Sport 750.
On the Sport 1000, the frame has a black paint finish and is
essentially the same as the one used on the Paul Smart, except for the
exclusion of the steering damper mount and the position of the steering lock
and ignition switch mounting.
Both the Paul Smart and the Sport have clip-on handlebars.
The decision to use these race-inspired parts underlines the sporting spirit
of these new twin-cylinders and the style of the originals. On the Sport
version the handlebars are positioned 20 mm higher than on the Paul Smart.
The Ducati SportClassic models have a wheelbase of 1425 mm
and trail of 103 mm, which is achieved by moving the fork legs forward by 25
mm with respect to the steering axis (front wheel hub offset) and setting
fork rake at 24°. The slightly longer wheelbase compared with most Ducati
sport bikes (the wheelbase of the Supersport 1000 DS, for example, is
1395mm) accentuates the typical styling of the 1970s, when bikes tended to
be longer. (The 750 GT, Sport and Super Sport built between 1971 and 1978,
for example, had a wheelbase from 1500 to 1530mm)
The Paul Smart and the Sport use a welded steel tube
swingarm with an outer diameter of 60 mm and wall thickness of 2 mm. Both
feature an elliptical right arm to accommodate the new exhaust system with
stacked twin silencers, and a robust cross-member that joins the elliptical
arm with the round one (on the chain side), where the rear shock absorber
mount is located.
The use of the cross-member, together with the gusset
between the cross-member and the arched tube, ensures a high level of
rigidity, which has a positive effect on ride precision.
The two swingarm legs are made from extruded, bent tubing,
while the distinctive shape of the cross-member is created by hydroforming
This new swingarm features a simple, rational system for
adjusting drive chain tension.
The chain is tensioned by tightening the nuts on the plugs on the end of the
swingarm on stud-bolts rigidly connected to a sliding element inside the
swingarm legs. The rear wheel assembly is tightened by means of an external
nut, which acts by locking the sliders inside and outside the legs.
Although this system is reminiscent of systems used on bikes
from the 1970s, a closer look shows that the swingarm, wheel hub and all the
other components of the wheel set are much larger and robust than on the
motorcycles from that era.
In the suspension department, the whole family mounts
The Paul Smart 1000 Limited Edition is a contemporary
interpretation of Paul Smart’s 750 “Imola” and the Super Sport 750 of 1974,
which were the sport bikes par excellence at the time, so nothing but the
best will do. In fact, the bike is fitted both front and rear with fully
adjustable Öhlins suspension.
At the rear, the suspension stands out with its single shock
mounted on the left-hand side, highlighting the new exhaust system with
stacked twin silencers on the right-hand side.
The rear shock and Öhlins fork belong to a range normally
assigned to racing use and thus feature a wide range of adjustments. The
rear shock, like the 43 mm upside down forks, can be adjusted for spring
pre-load, compression and rebound damping, to ensure the ability to
perfectly tune the suspension for all riding conditions.
The search for perfection in every detail continues with the
use of a polished Sachs steering damper with chromed rod, which enhances the
bike’s stability and ride precision.
On the Sport 1000, suspension duties are handled by a 43 mm
Marzocchi upside-down fork up front and by a Sachs shock at the back, with
adjustable spring pre-load, compression and rebound damping. The Sport
1000’s suspension is tuned for sporting use plus reasonable comfort as
required for road use.
Final production version of the Paul Smart 1000 Limited Edition.
The Paul Smart and Sport 1000 mount classic wire-spoke
wheels. The lightweight Excel 17” aluminum alloy rims keep the
overall weight of the front wheel assembly down to a minimum.
The 36 chromed steel dehydrogenated spokes are equal length
and are variable diameter tapering from 5mm at the hub to 4.4 mm at the rim.
The technical choice to use 36 spokes keeps un-sprung weight down to a
minimum. The wheel hub is made from paint-finished, die-cast aluminum.
In keeping with the SportClassics traditional styling and
appeal, the wheels chosen are classic centre-spoke drilled rims, and
therefore utilize tube-type tyres.
The tyres themselves, produced specifically for the Ducati
SportClassics feature a tread design reflecting that of the 1970’s
motorcycles. However, they are made with modern construction techniques and
advanced rubber compounds.
The front brake system on the Ducati SportClassics consist
of two Brembo floating calipers with 30 and 32 mm diameter pistons which
are thermally insulated. The discs are semi-floating with a diameter of 320
mm and thickness of 4 mm.
The spoke wheels made it necessary to use this type of
calipers, which is more compact on the side facing the wheel. Unlike the
majority of top-end braking systems, which use organic pads, the calipers
mounted on this new family of motorcycles use sintered pads that ensure high
braking performance in line with Ducati standards.
The rear brake system consists of a floating single piston
Brembo brake caliper and a 245 mm disc.
The Paul Smart and Sport use a new black-finish stainless
steel exhaust system. The system features distinctive stacked twin silencers
on the right-hand side of the bike.
The lines and colors of the silencers take their styling
cue from the exhausts used on race bikes of the 60’s and 70’s.
The two manifolds, which are joined by a compensation tube
on which the lambda probe is mounted, are connected to the stacked twin
silencers, which are fixed to the frame by means of a trellis support in
These two motorcycles are the first Ducati models to comply
with EURO 3 anti-pollution standards: the lambda probe inside the
compensation tube of the two exhaust manifolds combines with two trivalent
catalyzers housed in the two silencers. The function of the lambda probe is
to measure the oxygen in the exhaust gases and then, via the engine control
unit, calibrate the mixture ratio during specific engine operating
conditions. The two trivalent catalysers oxidize the unburnt hydrocarbons
and carbon monoxide, and reduce the nitrogen oxide.
Final production version of the Ducati Sport 1000.
The three SportClassic have a new layout for the electrical
system, which helps to conceal the wiring while giving users easy access to
all the main components of the system.
The main components of the system, i.e. the ECU, fuses and
voltage regulator, are located beneath the seat, in the bottom of which
there is a spacious storage compartment.
A Magneti Marelli 5AM engine control unit manages the fuel
injection and ignition of the 1000 DS engine. The control unit, which is
housed under the rear of the seat, is very compact and features a
re-programmable Flash EPROM. It also contains the power circuits for the two
ignition coils with a double output (each coil is connected to the two spark
plugs of each cylinder) and the two very compact PICO series fuel injectors
(one per cylinder).
An innovative feature is the use of a Stepper Motor for
automatic control of idling speed, as already fitted on the Ducati
Multistrada. This method of control ensures perfect adjustment of idling
speed in the many varied ambient conditions and after extensive service
life. This means that the throttle body can dispense with the cold start
mechanism, thus considerably simplifying the system that operates the
The idling regulator has a shutter with a horizontal action
driven by a lead screw/nut system connected to an electric stepper motor. It
is housed in an aluminum casting with which the by-pass circuit on the
throttles is made, by means of rubber hoses. The system is directly
controlled by the ECU, which applies special strategies for automatic
control of idling speed.
Style and Finish
Although technologically state-of-the-art, the Paul Smart
1000 L.E. and Sport 1000 introduce an array of features that profoundly
reflect the style of the past.
The unmistakable style of the Paul Smart 1000 L.E. is
accentuated by the rounded lines of the fairing and fuel tank, the unique
shape of the seat, exhaust system and wire wheels.
Astride the bike you are immediately aware of the attention to detail: after
your eyes settle briefly on the shiny chromed fuel cap, you are soon drawn
to the distinctive, polished and anodized steering head. Then you spot the
fully polished steering damper with chromed rod fixed to the steering head
with an aluminum clamp.
A tapered mount on the top crown, and aluminum
tubing going side to side supports the fairing assembly. Your gaze then
falls on the instrument panel with white instrument faces bearing the
classic Ducati logo as used on the fuel tank. The instruments are further
embellished by chromed trim rings and control buttons.
The exclusive character of the Paul Smart 1000 Limited Edition is underlined
by the engraving on the top of the tapered fairing mount, declaring the
bikes limited edition status and its tribute to Paul Smart.
The minimalist approach of the original Café Racers is
embodied in the Sport 1000, which its simple single large headlamp and
bar-end chromed mirrors. The yellow, black and red colors, enhanced by the
contrasting racing stripes down the centre of the fuel tank and tailpiece,
accentuate the eccentricity of this “sport naked” beauty.
The bike is characterized by the elegant finishes of polished aluminum,
chrome and monochromatic paint.
The front end of the bike is characterized by the finishes of the instrument
panel and the distinctive top clamp with its two hallmark fork caps in
polished, anodized aluminum alloy.
And countless details enhance the looks of the two new
Ducati SportClassics. The distinctive shape of the seat is emphasized by its
double-stitched cover, which accentuates the lines of the seat, and features
an embossed Ducati logo.
The attention to detail is applied to normally mundane
components like foot-peg brackets and foot pegs, gear shifter, rear brake
lever and side stand which in the case of the SportClassics are finished in
The 90° twin cylinder itself is embellished with special
details such as a chromed clutch and crank shaft timing inspection covers,
polished valve covers and black timing belt covers.
The rounded shapes of the new tail light and chromed turn
signals are also details with strong 1970’s styling.
Another elegant reflection on the past is the housing and
mounting of the battery. Its molded plastic case, embossed with the
traditional Ducati logo, is enveloped by a steel base “drilled” for
lightening, which for battery removal, pivots on two pins on the frame.
When choosing the power for the SportClassic family, the
ideal solution was the muscular Desmodue 992cc air-cooled twin-cylinder,
Ducati 1000 Dual Spark engine, known and appreciated for its abundant torque
and excellent reliability.
Compact, powerful and acknowledged as the ultimate
expression of the Ducati philosophy of air-cooled twin design, the 1000 Dual
Spark Desmo – already used on the Monster, Multistrada and Super Sport
families – represents the result of decades of experience and a whole series
of innovations that extend from the combustion chambers to the crankshaft.
The end result is a powerful engine that is particularly exuberant in the
mid-range and generally acknowledged as the most advanced air-cooled L-twin
ever designed. In addition to offering the significant advantages of an
air-cooled power plant, the 1000 DS also draws inspiration from the advanced
Testastretta racing engine, including the special casting techniques used to
make the cylinder heads, the use of oil-pressurized plain bearings to
support the camshafts, and the angles and configuration of the valves.
All this, plus the exclusive Dual Spark ignition, with its "double flame
front", offers more complete combustion, while simultaneously boosting
mid-range power and reducing emission levels.
A closer look at the 1000 DS engine reveals a reduced angle
between the intake and exhaust valves, one of the basic principles with
which the renowned Testastretta engine was designed, which allows for a more
compact combustion chamber, reducing the volume and thus obtaining improved
combustion. The improved efficiency of the combustion chamber allows the
engine to run on a leaner air/fuel mixture without compromising performance
at high temperatures and significantly reduces emissions of hydrocarbons
The camshafts are supported on oil pressurized plain bearings, which reduce
the overall dimensions, the weight, and the number of moving parts, while
also improving heat dispersal. The new configuration also puts the camshafts
in a more direct relationship with the valves, reducing friction and stress
on valve components and thus increasing reliability. In fact, although the
cylinder head is more compact, it allows more space for the intake and
exhaust valves, these being 45 mm and 40 mm in diameter respectively.
Further innovations include valve seats made of beryllium bronze, a
technologically advanced material that affords better heat dispersal and
wear-resistance and thus maintains valve clearances more accurately over a
longer period of time.
The 1000 DS engine uses an over-square 94mm bore and 71.5mm
piston stroke. The pistons are now fitted with nitrided steel rings, which
afford improved sealing and significantly reduce oil consumption. The 94 mm
pistons are linked to the crankshaft with new connecting rods, made from a
new material composition (30NiCrMo4) that has exceptional flow
characteristics during forging. In cross section, the new rods are thinner
side-to-side, but wider fore to aft, increasing strength and lowering weight
for increased reliability and performance.
The new crankshaft is of a more compact design and the oil passages have
been strategically repositioned in areas less critical for its structural
strength. The result is a crankshaft that is more rigid and with less flex,
making for less vibration and improved reliability.
Finally, both the clutch housing and the clutch plates are
now made from a special aluminum alloy. Thanks to this new material, the
clutch has a significantly longer service life due to the more balanced wear
factor of the alloy. The clutch also now runs quieter due to improved
tolerances and the lower resonance value of aluminum compared to steel.