The Ducati 916 was introduced to the world at the end of 1993 and produced until 2003. These bikes have driven our passion for Ducati and remain one of our specialities.

Louigi Moto Racing was established in 1998, using one of the first Ducati 748 SP bikes available in the UK. A significant portion of our knowledge and expertise with these bikes began during that time when they were still very new and experiencing many teething problems. These issues became apparent and were even more pronounced on the racetrack, where we pushed the bikes to their limits.

In the beginning, it was challenging to determine the right approach to resolving these problems due to the lack of available information. We had to educate ourselves as little knowledge existed about these machines.

The original road-going engines struggled under the sustained stress of competitive racing, and it became increasingly difficult to distinguish between isolated failures and recurring weak points in the design. Over time, the demands of racing pushed us to the point where we had to reverse-engineer and manufacture certain components ourselves to achieve the necessary durability and performance.

To tackle these challenges, we began experimenting and meticulously documenting our findings. Drawing on our engineering background, we systematically devised solutions to improve performance and, most importantly, reliability. The hard work from those early days has continued to serve us well up to the present day.

The Ducati Desmodromic valve actuation system is a standout feature of the 748/916/996 engine. Massimo Bordi, with engineering support from Cosworth, designed the unique cylinder head, leading to the hugely successful development of the 4-valve "Hemi" Desmoquattro engine. However, it's essential to recognise the pioneering work of Fabio Taglioni, the brilliant Italian engineer behind the original 2-valve Desmo engine, which is the basis for all 748/916/996 engines.

The Desmoquattro Superbike family encompassed the accessible middleweight 748 along with its high-performance R, SP, and SPS variants; the iconic and well-balanced 916, offered in SP, SPS, and the ultra-rare homologation-special SPA versions; and eventually evolved into the larger-displacement 996, available in S, R, and SPS specifications, bridging the gap to the Testastretta era of the 998 and then the 749/999 Superbikes.

While these bikes may appear nearly identical at first glance – each sculpted with the unmistakable curves of Massimo Tamburini’s iconic design – they differ significantly beneath the fairings in terms of engineering and performance. Fortunately, a high degree of parts compatibility across the 748, 916, and 996 models makes it feasible to service, restore, and keep these legendary machines on the road.

All models were equipped with 6-speed transmissions. The 748 utilised a close-ratio gearbox, optimised for maintaining engine RPM within the powerband during aggressive acceleration. In contrast, the 916 and 996 employed wide-ratio gear sets, offering broader spacing between gears which, better suited to the increased engine torque from the larger displacement engines. These were available with multiple primary gear configurations to tailor final drive characteristics. All variants featured a dry clutch system for reduced engine drag and improved serviceability.

A standard camshaft profile was used across most models in the range, with the exception of the SP and R variants, which featured more aggressive cam profiles designed to enhance high-RPM performance and improve top-end power for competitive use. Within the Desmoquattro architecture, many camshafts were physically interchangeable across cylinder heads, provided the appropriate pistons and valve clearances were used – allowing race teams to tailor engine characteristics with relative ease depending on the demands of a specific circuit or class regulations.

Upgrading the 748 engine with 916 barrels and pistons is a popular modification, boosting the displacement to 853cc. This enhancement creates a beautifully balanced machine, maintaining the agile handling of the 748 while adding a noticeable increase in power. However, the 996 barrels feature a wider stud pattern, making them incompatible for this type of upgrade.

Only two crankshaft designs were used across the 748/916/996 production range, both of which were cross-compatible with minimal modification – requiring only a change to the main bearing cap for correct fitment. Notably, all engines in this family shared identical main and connecting rod (big end) bearing dimensions, streamlining parts availability and simplifying bottom-end servicing and rebuilds.

The steel trellis frame, a hallmark of Ducati design, incorporates a two-way adjustable head angle and a rising-rate rear suspension. This frame geometry traces its roots to a 1983 design by Spanish engineer Antonio Cobas, who gave the original concept to Ducati to enhance the performance of their Superbike platform. A notable development in the later Ducati frames was the adoption of an upper rocker arm, which used a single ride-height link rod, replacing the original lower link system conceived by Cobas.

Ducati introduced the single-sided swingarm on the 748/916/996, drawing inspiration from the 1987 Honda RC30. The design facilitated quicker wheel changes and was produced in various lengths to enhance stability as engine power increased through the years. The single-sided design would later become a thorn in Ducati's side as, for racing performance, a twin-sided swingarm provided superior rigidity, support, and balance, but the sales market wanted that beautiful single-sided arm on their road bikes.

The suspension systems on these bikes were sourced from Japan, with options from Showa (Honda-owned) or Öhlins (Yamaha-owned), although both were manufactured by a third party under license for Ducati. Through careful selection of components and precise adjustments to geometry, a perfectly balanced handling motorcycle can be achieved. The true appeal of these bikes lies in their full adjustability, but mastering the art of proper setup is a skill in itself... and that's where the true challenge begins – welcome to our world!

The bodywork, styling, and chassis of the 748/916 were directly developed from Massimo Tamburini's earlier design for the Cagiva Mito. During this period, Ducati was positioned as the premium brand within the Cagiva Group. The bodywork and chassis were developed in-house at the Cagiva Research Centre (CRC) in San Marino, blending innovative design with advanced engineering to create a truly iconic and timeless motorcycle.

In 1994, a series of events (combined with a healthy dose of "man-maths" justification) led Richard to order a brand-new Ducati 748 SP. Little did he know that this seemingly simple purchase would ignite a lasting passion and set in motion an extraordinary journey. Thirty years later, that very motorcycle continues to inspire, still putting smiles on faces as it competes in the Classic Racing Motorcycle Club (CRMC) Supersport Championship, proving its enduring legacy both on the track and in the hearts of riders.

Richard spent nearly 20 years running a hotel, but he approaches Louigi Moto with the same dedication and passion as a chef running a fine restaurant. Every task is a carefully crafted recipe, with the 748/916/996 model representing the restaurant's signature dish – refined and perfected over the years. It’s a creation beloved by a loyal clientele who keep coming back for more, year after year.