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1983 Famous Ducati Tony Rutter's TT-winning TT2
Famous Ducati Tony Rutter's TT-winning TT2 Famous Ducati Tony Rutter's TT-winning TT2
Make:Famous Ducati
Model:Tony Rutter's TT-winning TT2
Start Year:1981
End Year:1984
Capacity:581 cc
Bore Stroke:81mm x 58mm
Engine Configuration:V
Number of Cylinders:2
Engine Type:Four Stroke
Valves Per Cylinder:2
Valve Operation:Desmodromic
Power:58 Kw (77.8 Bhp or 78.9 Ps) @ rpm
Compression Ratio:10.4:1
Carburettors:2 x 41 mm DellOrto Smoothbore
Cooling:Air Cooled
Gears:5
Transmission:Chain Drive
Weight:140 Kg (308 lb)
Front Wheel:3.50 x 18
Rear Wheel:400 x 18
Front Brake:Twin Disc
Rear Brake:Disc
Top Speed:232 Km/h (143 Miles per Hour)
Notes: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 74 before top dead centre and closing 92 after bottom dead centre, and exhaust opening 100 before bottom dead centre and closing 64 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

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