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Customer Stories


Mighty Hype

 

The Hypermotard is one of Ducshop's favorite Ducati models. Its' versatile riding style makes it great for commuting, having fun in the mountains and even taking to the track. It's also a bike that can be easily modified, perhaps not to the extreme of Jesse Tremaine's, but we think this feature bike will be the milestone for all Hyper owners.

Let's start with the engine: 1123 HC Pistal Pistons , Ducshop lightened flywheel, STM slipper clutch, aluminum cam pulleys and Ducshop Hyperstacks with a 2-in-1 Termi full system and DP racing cam shafts. After installation Lorin did some mild porting and tuned it with a Power Commander. We changed the gearing to a 520 conversion with a quick change sprocket carrier and EVR3 DID chain and installed Galfer wave rotors front and rear along with a Yoyodyne aluminum rear sprocket flange and axle nuts all the way round. We even installed titanium bolts on all the unsprung fasteners to lighten its ground contact and improve the handling.

Cosmetic changes include an NCR magnesium alternator cover, magnetic clutch housing, oil cooler kit, titanium fuel cap and vented clutch cover. We used a Shift Tech aluminum subframe, DP magnetic valve cover kit, Speed & Style billet triple clamps ( Italy ), Woodcraft rearsets, and, of course, STM bits – slave cylinder, oil filler cap and crank case breather. Lorin got rid of the stock brush guards and mirrors and custom mounted the reservoirs and narrowed the handlebars to give it a sleek look. He installed Brembo RCS adjustable ratio brake and clutch master cylinders, an Ohlins steering damper and CRG flip mirrors. He hid the front turn signals and installed smaller signals on the rear. Finally he removed most of the unnecessary covers and guards to really make it look sleek.

We're not sure how much weight was removed from the bike but 25 horsepower was gained.

 

ENGINE
1123 100mm HC Pistons
Lightened Flywheel
Slipper Clutch
Aluminum Cam pulleys
Termignoni 2 into 1 full system with carbon covers
DP Racing cam shafts
Porting and Valve job
Removed stock airbox and installed Ducshop Hyper Stacks

COSMETIC
NCR Mag. Valve Cover Kit
NCR Oil Cooler Kit w/ Lines
NCR Mag. Alternator Cover
NCR Clutch Housing
Titanium Bolts on unsprung fasteners
NCR Fuel Cap
Speed & Style Billet Triple Clamps
Custom “hidden” turn signals
Galfer Wave Rotors
Aluminum Rear Sprocket Flange
Aluminum Axle Nuts (all the way around)
STM Slave Cylinder
STM Oil Filler Cap
STM Crank Case Breather
Ducshop Custom Mount Reservoirs
DP Seat

PARTS
Quick Change Sprocket Carrier ( 520 conversion )
Brake & Clutch Master Cylinders
Speed Cell Battery
Aluminum Subframe
Rearsets
STM Slipper Clutch
Ohlins Steering Damper



Dr. Ron Perry tinkers on his '95 900SS as a form of therapy to unwind from the stresses of his emergency care clinic. It started when his headlight went out and he decided to replace the headlamp connector. Once fixed he moved down the bike looking for other things to replace and improve, and before long he’d stripped the bike to the frame, deciding to start from scratch.

Having owned it from new, the former AMA roadracer was adamant that he would refurbish the Ducati to the nth degree. While he sent the frame to the powdercoaters and began fabricating carbon parts he dropped his motor at Ducshop for a 966 big bore kit and blueprint. We converted the engine to dual plug so he could run a higher compression and we ported the heads with 44mm intake valves, putting in fresh bearings as we went.

Ron had already installed Keihin flat slides, which we enhanced with an Ignitech adjustable ignition tuning program that we tuned after jetting the carbs. We also replaced the fuel filters with larger K&Ns. Ron promised Lorin that the 12-year-old bottle of scotch he'd receive at the job's end would increase a year for every horsepower he gained over the 83 he'd started with.

A 21-year-old bottle of Macallan changed hands on delivery.

Note: The horsepower runs start with a stock 900SS run (not this 900) then Ron’s first run after the engine modifications and finish with the bike after the jetting, fuel ignition and filter changes.




Mark Morrison decided during the Wild Ducs Tech School, which Duschop ran back in January, to make a few upgrades during his 7,500 mile service, giving his S4RS more power and tuning it to run properly with his 50mm Termignoni system and Ducati Performance ECU. While the valve covers were off we degreed the cams (this adds only half an hour per cam during a regular service). We also installed a Ducshop Lightened flywheel making the engine rev freer, which we highly recommend for all four-valve engines.

As the bike was lean he chose to install a PCIII and have us build a custom map. We also set the sag. These are small modifications that can make a big difference to the handling and performance of any bike.

The final result was 133.58 h/p and 75.18 torque.

 

 

 Daryl Conrad's Monster

 

When Daryl Conrad first brought his M800 to Ducshop the speedo had just turned over 600 miles. Originally we were to do just the first service and check over the bike but that RO quickly turned into rearsets, sprocket cover, and front sprocket. Just as we were finishing up, Daryl included head work that involved re-machining the heads and valves.

Six months later it returned for more cosmetics; Ohlins Shock with a titanium spring, Machesini wheels, full chain and sprocket, GP Clutch & Brake, rotors and GP calipers and an invisible wiring harness. By the time it left, three repair order pages were filled and Lorin was still speaking to him about more modifications.

Twelve months later she was back, this time for motor work – Big Bore kit, high compression pistons, blueprint, head porting, a lightened flywheel, clutch conversion from wet to dry and the installation of a slipper clutch and installed SpeedyMoto billet triple clamps. While the engine was out Lorin removed various components from the frame, along with all the unnecessary tabs and brackets and sent it to be painted, and while the tank was sitting dormant it was sent to Erospace Technologies to be used as a mold for a composite tank.  

Lorin spent hours fabricating little pieces for this masterpiece. He built a custom bracket for the MotoGadget gauge, modified the harness to fit under the tank, designed caliper and fender brackets to adapt to the Marzocchi Superbike forks, created a carbon breather and worked with Erospace to design the tank. Daryl spent many more hours searching the global internet for the next coolest thing to install. He bought five different clutch covers before finally settling on the STM wire cover.

Thirty pounds and many dollars later Daryl has what we consider to be one of the coolest Ducati Monsters on the planet. It was featured at the Modern Atlanta '08 “Design is Human” Launch Show at the Mason Murer Gallery in Buckhead.

Below is a list of only some of its modifications. To list them all would take three pages.

 ENGINE

  • 3MM LARGER HIGH COMPRESSION PISTONS – 860CC
  • PORTED, POLISHED HEADS
  • DRY CLUTCH CONVERSION WITH STM SLIPPER CLUTCH
  • AIRBOX REMOVED

 CHASSIS

  • CERAMIC COATED HEADER WITH MIV CARBON MUFFLERS
  • MARZOCCHI SUPERBIKE FORKS WITH BREMBO RACING MASTER CYLINDER AND BRAKES
  • MARCHESINI FORGED BILLET WHEELS
  • SPEEDY MOTO BILLET TRIPLE CLAMPS
  • CARBON FUEL TANK, HEADLIGHT, AND FENDER
  • MOTOGADGET GAUGE WITH HAND-MADE BRACKET
  • ALUMINUM SWINGARM
  • OHLINS REAR SHOCK WITH TITANIUM SPRING
  • DID RACING CHAIN WITH LIGHTWEIGHT SPROCKETS
  • NCR ADJUSTABLE SUSPENSION LINK ROD
  • CYCLE CAT BILLET HANDLEBARS, FOOT CONTROLS, AND SIDESTAND
  • ALL WIRING HIDDEN OR MINIMIZED

TITANIUM FASTENERS USED THROUGHOUT

 

Kentucky Duc

Ed Fieldhouse brought his 749 from Louisville, Kentucky to Georgia for Ducshop to prep it for the '07 race season. He writes….

"I just wanted to say thanks for all the fantastic work that Mark and the gang did on my Ducati!!!! I chose Ducshop because of the reputation that Mark has in the industry. He is known for his exceptional skills when it comes to Ducati motorcycles. Mark’s meticulous work and scrupulous attention to detail was noticed right away by me, because of his observations regarding my 749. He pointed out little things (master link, breather gasket, exhaust rubbing,etc.), that had nothing to do with his contracted work. Mark committed to installing a 920 kit on my Ducati. He stuck to his original quote over the phone, and completed the project according to the time schedule. Mark told me a conservative number that he thought would be the horsepower number, and he greatly exceeded that number! The 749 with basically a 54mm exhaust, ECU, and filters dynoed @105hp. After Lorin’s install of the kit and dyno work, he managed to squeeze 128hp out of the bike. This was much more than I thought possible out of this motorcycle. I was originally going to test at Jennings, but due to unforeseen issues we never made it down to Florida. I have ridden the motorcycle around the neighborhood, and have noticed a HUGE improvement in rideability and power. It runs more like a 999 now. Perfect! I am looking forward to Barber in March.

"Finally, the staff at Ducshop went out of their way to make me feel at home!  Lorin met me at the door, gave me a tour of the shop, and talked to me about very technical issues regarding my 749. I felt very comfortable with the knowledge that he and everyone else had about Ducatis. Wendy and Mark were also there to meet me and make me feel at home. Everyone had come into the shop on a day that they were closed, to help me start my project.  They made me feel very important.

"THANKS TO EVERYONE @ DUCSHOP!!!!!!!

Eddie.”

Since this letter Ed took the bike to the track were it was continuously mistaken for a 999.



ST4s Weapon

When Mayur Raval’s ST4s came to Ducshop it was barely running. The lay shaft nut was loose and the pulley was moving about, damaging the lay shaft. Even though the engine was still under warranty, Mayur decided to keep the bike at Ducshop and rebuild the engine at his own cost.

We blueprinted his engine, and while doing so installed high compression pistons and upgraded to the stock 996 intake cams, removing the milder ST4 cams. We then installed a PCIII and built a custom map. Unfortunately we weren’t able to do a "before" run because the bike was running so badly when it arrived, but we estimate Mayur gained 12 horsepower with his modifications.

So impressed with its performance, Mayur even took it to the track. So if you’ve ever gotten motored by an ST4 at a SE track day, it was probably Mayur.




DUCSHOP 996RS

Ducshop wanted to use this project to showcase some of their chosen vendors.

When Charles Barton Rice Sr, founder and chairman of Barton Protective Services, called Ducshop his goal was to transform his stock 996 into the fastest street Ducati in Atlanta. We feel we've achieved this and more.

Ducshop wanted to use this project to showcase some of our chosen vendors - vendors that are often missed by the regular consumer but that offer quality products at an affordable price. Years of AMA racing experience has given Mark Sutton a good idea of what products work the best and are going to go the distance.

Yoyodyne supplied many of the aftermarket parts that went on to the Barton 996RS like the Brembo GP brake pump and radial calipers, which we feel are the best for this model. Look at the front row of any WSB race and they all sport Brembos. They are also the distributor for Marvic Wheels, which were used on the HMC Ducatis. Not only are they high quality and lightweight but they match the color scheme perfectly. They supplied the Sebimoto carbon Fiber, which is the best for the price, the Corse double row radiator, slave cylinder and slipper clutch.

Cycle Cat, which were also tested through the HMC Ducati team, are unmatched for their quality, fit and finish. We fitted their bar risers, triple clamp, clutch cover and radial mount brake hangers.

Parts Unlimited was our source for the Ohlins forks, shock and steering damper, though we usually buy directly from Ohlins. The drive train is a combination of STM sprocket and D.I.D chain, which were found to be the most durable through extensive HMC, Ducshop and Ferracci testing.

And the incredible paint job is the work of Jack Thomas of Custom Trade with the help of Tape Works, who supplied all the decals including the paint peel to let the carbon show through.

Next month we delve inside the engine to get an overview of what turned this street bike into an RS. Plus see the before and after dyno readings.

Ducshop would like to say thanks to Steve Carroll for the wonderful photography. 
It truly is art!

Ducshop is fortunate to have a valued customer who is a wonderful photographer. Ducati owner Steve Carrell snapped these fabulous pictures of last month’s Feature Bike in his garage.


    

  
  


Burned Duc Reincarnated Into An Even Stronger Ducati!

 

Pete Friedland gained a bit of notoriety on an unfortunate day in April 2005 when his ’01 748RS burnt to a cinder on the immaculate Barber Motorsports raceway following a high-side crash exiting the turn 10 kink on the back straightaway. Chat rooms across the nation thrived on gossip of $100k clean up bills and US Desmo even gave it a two-page spread, much to Pete’s amusement.

After watching his pride and joy burn before his very eyes, Pete decided to take a break from Superbike racing and turned his attention instead to racing his ’05 KTM 525 SMR in the regional Supermotard series. However, the need for speed brought him quickly back to Ducshop’s door with his newly purchased ’05 999R.

Having missed most of the season he needed the bike prepped and ready to race quickly – in 30 days - so he could compete in WERA’s penultimate round for the points to make him eligible for the GNF at Road Atlanta. We knew it would be tight but everyone rallied together to make it happen. Once the engine was on Mark’s bench the front wheel was sent off for powder coating and the bodywork sent to the painter's. Our painter even came to the shop to be sure the lines matched perfectly.

To race-prep the engine Mark balanced and blueprinted the crank and transmission, with a full super-sport competition valve job. He milled the heads, degreed the cams to our specs and installed the slipper clutch that was rescued from Pete’s 748RS. He also installed a Corse reed valve and airbox, Brembo GP brake pump, 520 chain conversion, quick-turn throttle conversion and an Ohlins DU301 rear shock with high and low speed compression dampening.

A Termignoni 62mm full race exhaust system was installed along with a Dynojet quick shifter and Power Commander, then mapped on our in-house dyno.

Pete’s 999R was finished and delivered to him the night before the final round of the WERA National Challenge Series at Barber, where he qualified for the GNF with a 7th place finish in Heavyweight Twins Superstock.  Not bad, considering the bike was un-tested and it was his first time back in the saddle of a Ducati since that day in April. 

Although things are looking up, there is a moral here according to Pete.  “Never fall in love with your race bike, ‘cause you never know what may happen.”  Let’s see if this holds true, especially after riding an Italian superbike like this one again!



 

Ball Sac Racing Ducati 999R

Arizona racer Pat Bushell used the summer racing sabbatical to send his '05 999R to Ducshop for an injection of horsepower. He was having a shifting problem, caused by a broken internal shift linkage, which had subsequently damaged his transmission. So while the engine was apart he decided to blue print it, to reduce the wear and prolong its life, and add some performance modifications.

 Instead of just repairing the stock transmission Pat decided to replace it with a Corse close-ratio transmission, shift drum and shift forks. The transmission increases the usability of the power band and the forks and drum smooth out the actual shifting process. Pat already had the Dynojet quick shifter, which we reprogrammed.

High compression pistons were used to increase the horsepower and since the bike was used for racing we replaced the cast tie rods with forged Pankl rods. An inspection of the heads showed much improvement could be made with a competition valve and porting job.

To open up the power we replace the 57mm Termignoni system with a Corse 62mm resulting in a sub frame and tail section change. Fabrication work was also needed to the rear brake lever location to accommodate the larger pipe. We then re-mapped his PCIII USB making individual cylinder maps for VP race fuel.

Pat already had a slipper clutch but we improved it by venting the clutch housing to help it run cooler.

To keep oil out of the airbox we added a Corse reed valve.

Lastly Mark rebuilt Pat's Ohlins shock and added a Brembo GP brake pump, making the entire bike race ready for some time to come.