View allAll Photos Tagged Airtech
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
NOW ON eBay
- See more at: loudbike.blogs.com/vintage_cycles_for_sale/#sthash.1wwAYs...
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
•The bike and engine were completely disassembled. The rear of the frame, containing the seat mounts, turn signal mounts, and helmet lock was removed and a simple U-shape was constructed and welded in place to close the frame’s mechanical loop. The center stand, front and rear fenders, chain guard, seat pan, grab bar, horn and mirrors were discarded. The original wiring harness was cannibalized and portions used to make a custom wiring harness.
•Engine covers – power washed, rinsed with acetone and painted with VHT SP-903 high temperature case paint.
•Fuel tank – after being powder coated the fuel tank was cleaned then lined with O’Reilly Auto Parts Red-Kote Fuel Tank Liner.
•Handle bars – the original handle bars were replaced with Clip On handlebars and grips from Airtech
•Turn signals – the original turn signals were replaced with turn signals from China. This necessitated the replacement of the original turn signal flasher with an LED flasher from superbrightleds.com. The original self-cancelling relay was discarded. Mounting brackets, front and back, were fabricated from four Yamaha headlight mounting brackets.
•Air boxes – the original air boxes/cleaners were replaced with pod filters. The boot on the pod filters had to be trimmed/removed to prevent blocking of the carburetor air intake jets.
•Seat – a custom seat pan and set were fabricated by Union Place, Excelsior, MN.
•Tires – a new Dunlop K70 tire was installed on the front wheel; a Dunlop D401 tire was installed on the rear.
•Gauges – the original speedometer and tachometer were replaced with 60mm mini gauges from MikesXS.
•Tail light assembly – the original tail light/license plate bracket and light, and brake light were replaced with an integrated assembly from KapscoMoto.
•Headlight – the original headlight, although somewhat battered, was retained. However, the original brackets were replaced with brackets from Nice Cycle Supply. A neutral and turn signal indicator lamps were added to the modified headlamp bucket.
•Exhaust – the original exhaust was modified by cutting the exhaust pipes just in front of the muffler welds. New “shorty” EMGO mufflers were added from Dime City.
•Battery – the original battery was replaced with a 12V 1.2 amp-hour from battery plus. The electric starter is attached to the engine, however, there is no electrical connection to the starter. Testing revealed that the charging system wasn’t adequately charging the battery at low rpms. The original battery replaced the small battery.
•Wheels – after the wheels were sandblasted and powder-coated, new bearings from VXB Bearing were installed.
•Brakes – the master cylinder was rebuilt with a master cylinder kit from MikesXS. The front caliper was disassembled, cleaned and reassembled. New rear brake shoes were installed.
•Fuel system – the petcock was disassembled, cleaned and reassembled. It is defective and should be replaced. A fuel shutoff valve and fuel filter, from O’Reilly’s Auto Parts were installed.
•Front foot pegs - replaced with custom-made mid-sets from Kris Richardson.
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
NOW ON eBay
- See more at: loudbike.blogs.com/vintage_cycles_for_sale/#sthash.1wwAYs...
NOW ON eBay r.ebay.com/JRcoHB
- See more at: loudbike.blogs.com/vintage_cycles_for_sale
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
Questions? Please feel free to send me an email at steve@loudbike.com - or you can call me anytime at 1-613-230-7448.
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
92 honest-to-goodness rear wheel horsepower in a perfectly set-up package that weighs less than 300 pounds. Arguably the fastest DB1 in North America and likely the only one set-up for serious track day work.
Noted moto journalist, Chief Instructor at Yamaha Champions Riding School and Sport Riding Techniques author Nick Ienatsch rode the bike at Mosport last week and had this to say: "Buy it. My experience on Steve's DB-1 at Mosport couldn't have been more positive. He rolled it off the trailer Saturday morning, we rode the hell out of it all weekend, and he rode it back onto the trailer Sunday night. All Steve did was add gas. Bulletproof and extremely fun, surprisingly quick...probably the fourth-quickest lap time in the fast group at DOCC. The motor pulls strong, the bike sounds right and the chassis is sorted and composed at the limit. The problems? All the new sport bikes in the way during lapping!!"
The machine started out as a pretty tired and far removed from stock DB1 that was brought over from Europe by the previous owner and as such, it made an excellent candidate for a full-on hot-rod. The bike was completely stripped-down and I started on the process of renewing all the rolling chassis components and rebuilding the motor over a period of 22 months. The end result is an absolute riot on the race track – really sharp handling as would be expected with a platform as short as the DB1, but with excellent stability. With 93hp and 63ftlbs of torque, the little bike goes like a scalded cat. Given that the Montjuich cams are being used, I would have expected a more peaky delivery, but the Meyers Performance 790 kit beefed-up the bottom end significantly. As you can see by the dyno chart in the pics, peak torque is at 6,500rpm and there’s usable stuff as low as 5,500.
I’ve ridden the bike at the Ducati Owners Club events at Mosport in July 2013 and May 2014 as well as at NHIS in October 2013 - and have been amazed at how well the whole package worked at speed. The DB1 Is surprisingly comfortable and easy to ride fast – and absolutely gorgeous sounding. My log shows 6 hours of riding time on the motor and I just completed a full post-track day service.
Here are the specs on the build:
Chassis:
DB1 chassis, swing arm with new swing arm pin, motor mount spacers and steering head bearings / races
Custom battery box with a Shorai L-ion battery – also mounts the Kokusan ignitors, solenoid and new regulator
Custom mounts for Dyna 3-ohm coils
Custom oil cooler mount, Starlight hoses with Earls fittings
Custom oil cooler and feed/return adapters
Carbon fiber dash
Domino quick action throttle
Custom built Stadium shock with rebound + hi/lo speed compression adjustment
Rebuilt DB1 series Marzocchi M1Rs
PM 17” spun aluminum wheels with Pirelli Superbike Slicks (SC1 front and SC2 rear)
300mm EBC full floating rotors with Brembo P3034 calipers and Menani caliper adapters
Braided steel hydraulic lines
Custom rear caliper mount and Brembo racing 2-piston caliper
Milled footpeg hangers
AFAM lightweight front & rear sprockets
Brembo 996 brake and clutch pumps
Airtech bodywork (this is the first pull they did off the mold and is much lighter than normal
Paint by Peach Pit (Robbi Nigl)
Custom wiring harness
Aluminum & titanium fasteners throughout
loudbike open NCR replica exhaust in 304 stainless
Motor:
750 F1 (Montjuich) base with Meyers Performance 12:1 790cc kit
Lightened clutch basket, clutch housing, primaries, flywheel and clutch cover
JPrecision heads (Stage IV Pantah) with new valves, guides & seats
Montjuich ("P") cams with Bucchi adjustable pulleys – timing set at 102.5 degrees at lobe centers)
Malossi 41mm carbs
Modified Old Racing Spares cam end covers
Top-end lubrication via cam end cover feed
Exact Fit timing belts
New Kokusan pick-ups
Aluminum & Titanium fasteners throughout
Dyno tuned to 93hp and 63ftlbs of torque (I terminated the pulls at 8,500rpm, so there’s more on tap)
Please check out the dyno pull videos at www.youtube.com/watch?v=_tVaaTTa3jA&feature=share&... and www.youtube.com/watch?v=w5hU55YhUYY&feature=share&... . Note that I was still fooling around with jetting in the first video, so you can see the stumble as the motor came out of the lower rpm range. The final jetting set up has the motor pulling cleanly from 4,000rpm. The 2nd video is one of the heat cycle sessions as I was breaking the motor in. You can also track the progress of the build on my blog:
loudbike.blogs.com/loud_bike/2013/08/mosport-part-1-the-b...
loudbike.blogs.com/loud_bike/2013/07/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2013/03/1985-bimota-db1-race...
loudbike.blogs.com/loud_bike/2012/12/the-bimota-db1.html
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
And finally, there are hi-rez copies of the pics used in this listing at: www.flickr.com/photos/loudbike/sets/72157634524192692/ To get to the hi-rez images, select one and then click on the icon in the lower right of the page (three white dots) and select view all sizes from the drop-down menu.
There are a few surface cracks developing in the bodywork that are most visible in the hi-rez pics (it’s inevitable; the bodywork is paper-thin except in the main support area between the four mounting studs).
This is a fully-sorted track bike that’s ready to go. Add gas, tickle the carbs, push the starter button and have at it!
This is a rare and unique machine. Consider that a standard DB1 in decent shape will fetch north of $19k: add 30 reliable HP, knock almost 60lbs off the curb weight, upgrade the wheels, suspension & brakes and you get a sense for what it would cost to build this machine. Reserve has been set accordingly.
I'm happy to assisting world-wide shipping. My customers have used the following companies with very good results:
North American shipments:
Adam or Jacqui
TFX International Specialized Vehicle Transport
11 City View Drive
Etobicoke. ON M9W 5A5
Canada
Phone 416.243.8531
Fax 416.243.8886
Mackie Auto Transport
933 Bloor St. W.
Oshawa, ON, Canada L1J 5Y7
1-905-728-2400
e-mail: motorcyclemoves@mackiegroup.com
International shipments:
Tony or Amanda
Inter-Par Logistics Inc.
3845 Nashua Drive
Mississauga, ON L4V 1R3
Tel.: 905-678-1288
Fax: 905-678-1289
e-mail: tl@inter-par.com or sc@inter-par.com
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Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Boeing 307 Stratoliner, TWA #403, NC19908
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Leon Haslam Leather Biker Boots Top Features:
Full grain leather construction
Ankle protection and shift plate
Innovative Air Vents At The Shin
Dual Rubber Compound Race Sole
Airtech lining
www.leathercollection.com/en-we/leon-haslam-leather-biker...
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive
Photo from AL-8, the Douglas Kelley Photo Album. Douglas Kelley was a test pilot for Ryan Aeronautical and worked on the Spirit of St. Louis.
Repository: San Diego Air and Space Museum Archive