1982 Ducati TT2
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Cycle -
January 1984 -
Messenger in Red
Ducati TT2 600
By Patrick Behar
January 1984 -
Messenger in Red
Ducati TT2 600
By Patrick Behar
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Cycle -
April 1982 -
The Factory Silver
Lining - The 600TT2
By Alan Cathcart
April 1982 -
The Factory Silver
Lining - The 600TT2
By Alan Cathcart
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From Ian Falloon´s masterly "The Ducati Story", published on
Haynes Publishing 1996, 1998.
As the racing success of the 900NCR waned, the Pantah took
over, and during 1980 two 600 cc race-kitted Pantahs were
prepared by Franco Fame, These were campaigned
successfully in the Italian national junior championship by
Wanes Francini, Paolo Menchini, and Guido Del Piano, and were
based on the standard SL frame but with Marzocchi racing
suspension. The red and yellow bodywork was similar in style to
that of the 900NCR, and power from the 583 cc engines was up
to 70 bhp at 9,800 rpm. Then, for the 1981 season, Fabio
Taglioni released his tour de force, the TT2.
The prototype TT2 was tested in Spain over the winter by Angel
Nieto (14 times World 50 cc and 125 cc Champion) and
successful Ducati endurance racer Salvador Canellas. So good
was its design that, at id debut race meeting on 29 March: 1981,
the TT2, in the hands of Sauro Paz."aglia, won the opening round
of. the Italian TTF2 series at Misano. However, even as the TT2
was making its presence felt on Italian circuits, Sports
Motorcycles' Steve Wynne and Pat Slinn had prepared a modified
500SL Pantah for Tony Rutter to race in the Isle of Man Formula 2
event in June 1981. Originally promised two factory bikes that
didn't materialise, they had found an insurance write-off, installed
a factory race kit, sent the frame off to Ron Williams of Maxton for
some extra bracing, and signed up Isle of Man veteran Tony
Rutter, Rutter won at an average of 101.91 mph (164 km'), with a
fastest lap of 103.51 mph (166.58 km/h). Ducati were pleased
enough with this victory to offer Rutter a TT2 factory bike for the
next round at Ulster on August 22. In atrocious conditions, Rutter
finished second to secure the 1981 World Formula Two
Championship.
The TT2 marked the return of the factory to official competition
after an absence since 1975. By using an 81 mm bore capacity
was increased to 597 cc, almost the class limit, and a
completely new frame was designed by Taglioni and made by
Verlicchi. Weighing only 7 kg (16 lb), rear suspension was by a
cantilever and single Paoli shock absorber. This frame was
exceedingly compact and strong, being heavily triangulated
around the steering head, and comprising essentially straight
tubes. It bolted to the engine in four places, still using the latter
as a stressed member, with butt-fitted bosses rather than flat
tabs as on the SL. The 18-litre fibreglass petrol tank was
encased by this frame. Fitted with 3.5 mm Marzocchi racing forks
with magnesium sliders and 280 mm Brembo front discs, the
racer weighed in at a mere 270 lb (1ZZ kg). It was also extremely
compact, ivith only a 55-inch (1,395 mm) wheelbase. The
18-inch Campagnolo wheels were 2.15 inches wide on the front,
and 3.00 inches on the rear.
In the engine department, the TT2 was pure factory racer. The 81
mm Borgo pistons only had moderate compression of 10:1, but
valves were larger at 41 mm inlet and 35 mm exhaust. These
valves were operated by desmodromic camshafts giving 12 mm
of intake lift and 10 mm of exhaust. Italian regulations permitted
the use of 40 mm Dell'Orto carburet-tors, but for the TT World
Championship, standard 36 mm carburettors needed to be
retained. Claimed power was 76 bhp at 10,750 rpm. There was
much evidence of weight saving - exposed camshaft drive belts,
a magnesium primary drive cover, and hydraulically operated dry
clutch. A lightweight two-into-one exhaust system was also used.
Internally most gears were drilled for lightness and ignition was
still by electronic Bosch BTZ, with the small battery mounted in
the rear tailpiece. Because Italian regulations required an
electric starter, both this and the 200 watt alternator were
retained.
The TT2 was a very effective racing machine, in the best Taglioni
tradition of achieving maximum results through a balance of
power and weight. It was light, athletic, slim, had a wide
power-band, and Taglioni was especially proud of the specific
fuel consumption figures of 187 gr/HP/hr - less than a diesel!
Just how effective it. was as a racer was displayed by Massimo
Broccoli in October 1981 at the final round of the Italian 500
series at Mugello. On a TT2 sleeved down to 500 cc, he finished
seventh in a field of 500GP Suzukis and Yamahas. Broccoli had
already secured the Italian TT2 championship ahead of the
Kawasaki-powered Bimota KB2s. In its first full year the TT2 had
won the two championship series that it had contested.
The TT2 was even more successful in 1982. In the Italian TT2
championship Walter Cussigh won every round on his factory
TT2, and the now 40-year-old Tony Rutter again won the World
TT2 Championship. For the Italian events power was up to 78
bhp at 10,500 rpm using 41 mm Malossi Dell'Orto carburettors,
and Cussigh favoured a 16-inch Campagnolo front wheel with a
3.25 - $.50 Michelin front tyre. Rutter still used the 18-inch
wheels, preferring them to the 16-inch type on the bumpier street
circuits. At the Isle of Man he was considerably faster than the
previous year, winning the Formula 2 race on the factory bike at
an average speed of 108.50 mph (174.61 km/h), with a fastest
lap of 109.27 mph (175.85 km/h). He was timed at 144 mph (232
km/h) at a speed trap at the Highlander. With the World
Championship now extended to three rounds, Rutter scored
perfect points on his factory bike. He won at Vila Real in Portugal
at an average speed of 86.69 mph (139.51 km/h), following it at
Ulster with a win at 100.73 mph (162.1 kph).
During 1982 a limited number of production 1TZ replicas
were built for privateers, These were very close to the factory
hikes but lacked items such as the magnesium primary drive
cover and hydraulically-operated dry clutch. They still had the
racing magnesium Marzocchi forks and 18inch Campagnolo
wheels. The engine had the same valve sizes as the factory
racer, and valve timing figures of inlet opening 74º before top
dead centre and closing 92º after bottom dead centre, and
exhaust opening 100º before bottom dead centre and closing 64º
after top dead centre, Still only using 36 mm Dell'Ortos, power
was a claimed 76 bhp at 10,730 rpm. The TT2 also had straight
cut primary gears, with a higher ratio than the street bikes. 36/70
teeth gave a ratio of 1.94:1. The five-speed gearbox had the
same ratios as the street bike, except for fifth gear being moved
closer to fourth. The final drive was considerably lower, at 3.15:1,
with 13 and 41 teeth sprock-ets. Like the factory racer, an
oil-cooler was mounted in the fairing, cooling oil to the cylinder
heads in a similar system to that of the Imola racers a decade
earlier. Because it still had the electric starting mechanism,
weight was 130 kg (286 lb). Rear suspension was not Paoli as
in 1981, but a Marzocchi PVS 1 remote reservoir gas shock
absorber. Only about 20 of these bikes were made in 1982.
Racing results for the TT2 in 1983 weren't quite as spectacular
as the previous year. Tony Rutter again won the World TT2
Championship, but not quite as convincingly. At the Isle of iVan
he headed a Ducati one-two with Graeme McGregar, at an
average speed of 108.20 mph (174.13 km/h), with a fastest lap of
109,44 mph (176.12 km/h). At the other two rounds at Ulster and
Assen he could only manage second, but it was enough to win
the championship again. Another batch of TT2 replica was built
for 1983, virtually identical to the previous year, but now with a
Campagnolo 3.50 x 16 inch front wheel to complement a rear 3.
50 x 18 inch. Malossi modified 41 mm smooth bore Dell'Orto
carburettors were fitted, and power was up to a claimed 78 bhp
at 10,500 rpm.
Best TT Site on the Web!!!
TT's at the Ducati Museum
From the wonderful website
www.loudbike.com
www.loudbike.com
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