The "DUCATI Paul Smart" was designed as
a tribute to the British rider's historic victory on a Ducati 750 Imola
Desmo in the 200 Miglia at Imola in 1972.
With this motorcycle (the Paul Smart 1000LE) the designers at Borgo
Panigale have started a new line of retro style machines called SPORT
The first to appear was the Paul Smart followed by the Sport 1000,
the GT 1000 and finally the Sport 100 S.
In their Ducati Performance catalogue, the people at Borgo Panicale
have as usual given us enough choice to customise every aspect of the
motorcycle; not to mention the fact that some suppliers have had several
aftermarket components ready since its first appearance.
For the version described here, the MOTOITALICHE.IT team started with
a small preparation of the engine; they purchased the “Trofeo” kit
from the Ducati Performance catalogue, which consisted of:
-- high performance camshafts which optimise the distribution diagram,
resulting in a coupler curve that is both more uniform and substantial
for mid- and high-rotation regimes.
-- a light alloy flywheel to reduce the rotating mass and increase
the engine’s pickup speed. Also, it reduces engine weight by
-- A steel 2 in 2 exhaust, which we replaced following a crash first
time out; the worthy substitute being a titanium one from Zard.
-- A Ducati Performance control unit updated trough a POWER COMMANDER
UNIT, to take account of the above modifications.
This set-up has improved the machine’s overall engine output,
handling and enjoyment.
Now that we’re fired up, it’s easy to get carried away……..and
dive into something other than the motor: for example, the aesthetic
and technical aspects.
Regarding the wheels,
although the production model is fitted with good quality spoke rims,
we decided to go to ALPINA
RAGGI in Lomagna in the province of Lecco.
This company is famous in the world of cross and supermotard for
its tubeless spoked rims. We decided on rims specially made for the
Ducati Sport Classic series, with something like racing colours – black
with grey squares and the hubs in gold.
Having fitted tubeless
spoked rims, we then decided to swap the original tyres for a pair
performance Pirelli Diablo
The improved looks brought with them a significant reduction in rotating
mass too, saving 1 kg on the front and 1.8 kg on the back.
We also made purely technical improvements: in particular the look
of the bike’s front end and the dynamics of the Ohlins fork.
We started by shining up the brake calliper brackets until they sparkled;
then came an adjustment of the fork, with the fitting of K95 springs
in place of the original K85 ones.
The fork tubes were treated with TiN and the lamellar units of both
tubes were modified in compression.
To increase steering control on the front end, an adjustable Ohlins
steering shock-absorber was fitted in place of the original.
Apart from opting for
PERFORMANCE camshafts and flywheel, we tried to obtain even
more without making any fundamental changes to the original engine.
Therefore, as we have already said, we fitted a 2x2 ZARD exhaust kit,
suitable for road use and with an extractable db killer. The whole
thing was in noble TITANIUM and weighed only 3.8 kg!!!
These exhausts snake their way round the engine and frame as if they
They are superbly made and every transition and joint has been constructed
with obsessive care. Take a look at the oil breather valve for
If you consider the
weight of the original exhaust (15 kg), then this fact alone justifies
According to ZARD’s specifications the exhaust can be fitted
without modifying the original control unit. Not convinced, we fitted
a BMC racing air filter and a POWER COMMANDER PCIII USB unit supplied
These modifications - along with a dedicated mapping of the PC carried
out specially for us in Bologna - gave us a maximum power at the wheels
of 89 HP at 8,000 rev/min and a maximum torque of 9.17 kg-m at 6,100
Now let’s take a close look at
the torque and power curves.
Looking first of all at the torque curve, notice that from 3,800 rev/min
the torque is 8 kg-m, a value maintained all the way up to 8,050
rev/min. A peak torque of 9.17 kg-m is reached at 6,100 rev/min,
so the engine has a full power range of more than 4,000 rev/min.
Combined with the weight reductions, the engine seems to be an
inexhaustible source of propulsion.
The power curve is almost linear: from low revs, progressively building
up to a crescendo in the region of maximum power, and lasting well
up to when the limiter kicks in at 8,800 rev/min. At this point, the
power has dropped by just 6 HP from its 8,000 rev/min peak of 89 HP.
So to sum up: our little tonic cure, combined with some painstaking
adjustments to the Power Commander control unit, made huge improvements
to the engine’s performance, extending its utility from low revs
and increasing its reach.
As for the final stage of the transmission, we decided to reduce the
final ratio by fitting a sprocket wheel with 14 sprockets - one less
than the original.
Basically, not much needed changing here!!
The original design was very well done, the paintwork and chrome were
nigh on perfect; so we decided to improve and customise a few things.
We had the steering plate - which was originally electro-polished -
chrome-plated; then we transplanted the radial brake and clutch
pumps from a Ducati 1098.
After that we replaced
the original plexiglass windshield with one with a spoiler found
in the Ducati Performance Catalogue.
Then we replaced the original black plastic belt guard covers on the
right side of the engine with aluminium and plastic ones from RIZOMA.
RIZOMA also supplied a new aluminium sprocket guard cover we fitted
on the left side of the engine; and from Ducati Performance we
got a more powerful clutch pump.
Finally, to the rear we added a polished aluminium chain guard and
a comfort seat from Ducati Performance.
These changes gave the machine a different character with much better
handling; and the new Alpina wheels increased its downhill and
The weight losses also helped during changes in direction and load-shifting,
like braking and accelerating.
Another impressive feature is the “guts” the engine shows
in the first three gears: it’s well nigh impossible to keep the
front wheel on the ground in first and second gears.
In the other gears - in the 3-6,000 rev/min range - there’s so
much power in reserve that, with a twist of the throttle, you literally
shoot out of the bends.
A lot of the effort here is saved by the new radial clutch pump and
the improved fluid that goes with it.
The radial brake pump increases braking sensitivity and the gripping
force of the calipers on the discs.
On the whole, we are very satisfied with what we’ve done to the
Paul Smart, and hope you’ll like it too!!
THIS SPECIAL IS DEDICATED TO THE OUTSTANDING MR PAUL
THANKYOU VERY MUCH FROM MOTOITALICHE!!!!!!
Photo: Lucio Artioli
Written : Lucio Artioli & Tiziano Milani