Six generations of Ducati superbikes

Ducati-backed Spaniard Alvaro Bautista’s victory in last weekend’s opening round of the 2022 Superbike World Championship (WorldSBK) at Most in the Czech Republic not only extended his lead in the standings, but it also doubled as the 1000th podium in the production-based class for the Bologna manufacturer.

The extraordinary milestone – the first for any manufacturer in WorldSBK – has been achieved in the 35th year of the championship, spanning six generation of Ducati superbikes.

It all began with the 851 which Italian Marco Lucchinelli rode to victory in the very first round at Donington in 1988, and has continued through to the Panigale V4 R which is now holding up Ducati’s fortunes – and very well indeed with Bautista currently a 31pt leader over Kawasaki’s Jonathan Rea with six rounds remaining.

The 2022 championship will conclude at Australia’s Phillip Island from November 18-20.

Of the 1000 Ducati podiums, 383 have been race victories with the two Aussie Troys – Bayliss and Corser – winning 52 and 16 races respectively. Only Carl Fogarty (56) has more wins than Bayliss on Ducatis in WorldSBK, but the Aussie holds the halo for wining three world titles on different generations of machinery.

Here’s the Ducati WorldSBK model timeline:

The 851, born as a 748cc prototype on the basis of Ducati's technical cornerstones – L-twin cylinder, desmodromic distribution, trellis frame – was the first Ducati superbike, powered by the new Desmoquattro eight-valve engine. The displacement was boosted to 888cc with a bore increase.

For many enthusiasts, it was the 851 that encapsulated the modern era for Ducati: technologically advanced, red and extraordinarily high performing.

The 851/888 family claimed three consecutive world titles: 1990 with Raymond Roche and 1991 and 1992 with Doug Polen. From 1990 to 1994, the machines scored 78 wins and 170 podiums.

Related reading:
2022 World Ducati Week goes off!
Ducati Panigale V4 levels up for 2023
Ducati Sydney opens its doors

In October 1993, Ducati presented the 916: lean, nimble, powerful and with evocative lines drawn by Massimo Tamburini.

With a completely revised chassis and a highly evolved Desmoquattro twin-cylinder, the 916 dominated all the formulas in which it raced.

As the years went by, the displacement increased. In 1998 Ducati launched the 996, powered by the first 998cc Testastretta, and whose heirs can still be found today in the twin-cylinder models of the Ducati range.

In 2002 the 996 gave way to the 998.

The 916 is the most successful of the Ducati world superbikes, and between 1994 and 2003, with its 916, 996 and 998 versions, it won eight world titles and 122 races, with Fogarty leading the way.

Bayliss began his World Superbike Championship career on a 996 R.

The 999 arrived in 2003 with ground-breaking lines, an evolved version of the Testastretta and a heavily revised chassis. Ducati abandoned the single-sided swingarm, introduced a superimposed headlight, and the underseat exhaust became integrated into a single silencer.

It’s the Ducati superbike with the highest victories per seasons ratio: in just five years (the 1098 only started racing in 2008) it achieved 63 victories and three world titles with Neil Hodgson, James Toseland and Bayliss. Its riders stepped onto the podium 163 times.

In 2008, the regulations allowed twin-cylinder engines to go over the 1000cc displacement limit. Ducati presented the 1098 in November 2006, continuing many of the stylistic and technical elements of the 998. The split headlight unit was horizontal again, and the single-sided swingarm and split underseat exhaust were back.

The twin-cylinder increased in power up to 160hp and, updated in various technical solutions derived from the MotoGP bike, especially in thermal aspects, it took the name of Testastretta Evoluzione.

The 1198 arrived in 2009, more powerful (170hp) and equipped with Ducati's first electronic traction control. The displacement increased to just over 1198cc, and with it came the 2011 title which was won by Spaniard Carlos Checa.

The 1098 and 1198 scored 139 podiums between 2008 and 2012, including 52 victories.

In 2012 the Panigale family arrived, which established new benchmarks in terms of technology, style and performance. With the Panigale, Ducati introduced the 90-degree V-twin Superquadro engine with desmodromic distribution with mixed chain/gear control, ride-by-wire engine management, Öhlins electronic suspension and an aluminium monocoque frame with integrated airbox.

The 1299 evolution in 2015 made the Panigale take another step forward, and with the 2015 model the name of the ‘R’ version also changed – becoming the Panigale 1199 R to indicate how the displacement of the racing model remained linked to the regulatory limit.

At the end of 2017, the most revolutionary Panigale ever arrived on the scene. Preceded by the presentation of its V4 Desmosedici Stradale engine, the Ducati Panigale V4 was unveiled, powered by the 90-degree V4 with MotoGP-derived Twinpulse timing and counter-rotating crankshaft capable of 214hp and a power-to-weight ratio of 1.1hp/kg.

With the 2020 model came the aerodynamic package based on the winglets introduced by Ducati for the first time in MotoGP in 2016.

The 2022 model again moved the performance bar upwards, with an even more sophisticated electronic management, a more effective chassis, ratios borrowed from the Panigale V4 R and a more efficient aerodynamic package.