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This article is about the Italian motorcycle manufacturer. For the electrical and electronic component manufacturer, see Ducati Energia. Ducati Motor Holding S.p.A. Ducati's current logo as of 2008 Type Private Industry Motorcycle manufacturer Founded 1926 Founder Antonio Cavalieri Ducati Adriano Cavalieri Ducati Bruno Cavalieri Ducati Marcello Cavalieri Ducati Headquarters Bologna, Italy Area served Worldwide Key people Rupert Stadler (Chairman)Claudio Domenicali (CEO) Products MotorcyclesClothingAccessories Production output 55,451 units (2016) Revenue € 731 million (2016)[1] Owner Lamborghini Parent Volkswagen AG Divisions Ducati Subsidiaries Ducati Corse Website ducati.

com Footnotes / references[2] Ducati Motor Holding S.p.A. is an Italian company that designs and manufactures motorcycles. Headquartered in Bologna, Italy, Ducati is owned by German automotive manufacturer Audi through its Italian subsidiary Lamborghini, which is all owned by the Volkswagen Group.[2] History The first Ducati logo, 1926–1930s[3] In 1926 Antonio Cavalieri Ducati and his three sons, Adriano, Marcello, and Bruno Cavalieri Ducati; founded Società Scientifica Radio Brevetti Ducati in Bologna to produce vacuum tubes, condensers and other radio components.

In 1935 they had become successful enough to enable construction of a new factory in the Borgo Panigale area of the city. Production was maintained during World War II, despite the Ducati factory being a repeated target of Allied bombing. Ducati Factory Ducati "Cucciolo", 1950 Meanwhile, at the small Turinese firm SIATA (Societa Italiana per Applicazioni Tecniche Auto-Aviatorie), Aldo Farinelli began developing a small pushrod engine for mounting on bicycles.

Barely a month after the official liberation of Italy in 1944, SIATA announced its intention to sell this engine, called the "Cucciolo" (Italian for "puppy," in reference to the distinctive exhaust sound) to the public. The first Cucciolos were available alone, to be mounted on standard bicycles, by the buyer; however, businessmen soon bought the little engines in quantity, and offered complete motorized-bicycle units for sale.

In 1950, after more than 200,000 Cucciolos had been sold, in collaboration with SIATA, the Ducati firm finally offered its own Cucciolo-based motorcycle. This first Ducati motorcycle was a 48 cc bike weighing 98 pounds (44 kg), with a top speed of 40 mph (64 km/h), and had a 15 mm carburetor (0.59-inch) giving just under 200 mpg‑US (1.2 L/100 km; 240 mpg‑imp). Ducati soon dropped the Cucciolo name in favor of "55M" and "65TL".

Ducati 175 Cruiser, 1952 Ducati Mach 1 When the market moved toward larger motorcycles, Ducati management decided to respond, making an impression at an early-1952 Milan show, introducing their 65TS cycle and Cruiser (a four-stroke motor scooter). Despite being described as the most interesting new machine at the 1952 show, the Cruiser was not a great success, and only a few thousand were made over a two-year period before the model ceased production.

In 1953, management split the company into two separate entities, Ducati Meccanica SpA and Ducati Elettronica, in acknowledgment of its diverging motorcycle and electronics product lines. Ducati Elettronica became Ducati Energia SpA in the eighties. Dr. Giuseppe Montano took over as head of Ducati Meccanica SpA and the Borgo Panigale factory was modernized with government assistance. By 1954, Ducati Meccanica SpA had increased production to 120 bikes a day.

In the 1960s, Ducati earned its place in motorcycling history by producing the fastest 250 cc road bike then available, the Mach 1.[4][5][6] In the 1970s Ducati began producing large-displacement V-twin motorcycles and in 1973, released a V-twin with the trademarked desmodromic valve design. In 1985, Cagiva bought Ducati and planned to rebadge Ducati motorcycles with the "Cagiva" name. By the time the purchase was completed, Cagiva kept the "Ducati" name on its motorcycles.

Eleven years later, in 1996, Cagiva accepted the offer from Texas Pacific Group and sold a 51% stake in the company for US$325 million; then, in 1998, Texas Pacific Group bought most of the remaining 49% to become the sole owner of Ducati. In 1999, TPG issued an initial public offering of Ducati stock and renamed the company "Ducati Motor Holding SpA". TPG sold over 65% of its shares in Ducati, leaving TPG the majority shareholder.

In December 2005, Ducati returned to Italian ownership with the sale of Texas Pacific's stake (minus one share) to Investindustrial Holdings, the investment fund of Carlo and Andrea Bonomi. In April 2012, Volkswagen Group's Audi subsidiary announced its intention to buy Ducati for €860 million (US$1.2 billion). Volkswagen chairman Ferdinand Piëch, a motorcycle enthusiast, had long coveted Ducati, and had regretted that he passed up an opportunity to buy the company from the Italian government in 1984.

Analysts doubted a tiny motorcycle maker would have a meaningful effect on a company the size of Volkswagen, commenting that the acquisition has "a trophy feel to it," and, "is driven by VW's passion for nameplates rather than industrial or financial logic". Italian luxury car brand Lamborghini was strengthened under VW ownership.[7][8] AUDI AG's Automobili Lamborghini S.p.A. subsidiary acquired 100 percent of the shares of Ducati Motor Holding S.

p.A. on 19 July 2012 for €747 million (US$909 million).[2] Ownership Since 1926, Ducati has been owned by a number of groups and companies. 1926–1950 – Ducati family 1950–1967 – Government Istituto per la Ricostruzione Industriale (IRI) management 1953 – Split into Ducati Meccanica (now called Ducati Motor) and Ducati Elettronica (now called Ducati Energia) 1967–1978 – Government EFIM management (control over day-to-day factory operations) 1967–1973 – Headed By Giuseppe Montano[9] 1973–1978 – Headed by Cristiano de Eccher[10] 1978–1985 – VM Group 1985–1996 – Cagiva Group ownership 1996–2005 – Texas-Pacific Group (US-based) ownership and going public Headed by CEO Federico Minoli, 1996–2001; returning for 2003–2007 2005–2008 – Investindustrial Holdings SpA 2008–2012 – Performance Motorcycles SpA[11] An investment vehicle formed by Investindustrial Holdings, BS Investimenti and Hospitals of Ontario Pension Plan 19 July 2012 – present – Automobili Lamborghini S.

p.A.[2] AUDI AG acquired 100% of the voting rights of Ducati Motor Holding S.p.A. via Audi's Automobili Lamborghini S.p.A. subsidiary Ducati's old logo used from 1997 to 2008[12] From the 1960s to the 1990s, the Spanish company MotoTrans licensed Ducati engines and produced motorcycles that, although they incorporated subtle differences, were clearly Ducati-derived. MotoTrans's most notable machine was the 250 cc 24 Horas (Spanish for "24 hours").

Motorcycle designs 2006 Ducati PaulSmart 1000 LE Ducati is best known for high-performance motorcycles characterized by large-capacity four-stroke, 90° V-twin engines,[13] with a desmodromic valve design.[14] Ducati refers to this configuration as L-twin because one cylinder is vertical while the other is horizontal, making it look like a letter "L". Modern Ducatis remain among the dominant performance motorcycles available today partly because of the desmodromic valve design, which is nearing its 50th year of use.

Desmodromic valves are closed with a separate, dedicated cam lobe and lifter instead of the conventional valve springs used in most internal combustion engines in consumer vehicles. This allows the cams to have a more radical profile, thus opening and closing the valves more quickly without the risk of valve-float, which causes a loss of power that is likely when using a "passive" closing mechanism under the same conditions.

While most other manufacturers use wet clutches (with the spinning parts bathed in oil)[15] Ducati previously used multiplate dry clutches in many of their motorcycles. The dry clutch eliminates the power loss from oil viscosity drag on the engine, even though the engagement may not be as smooth as the oil-bath versions, but the clutch plates can wear more rapidly. Ducati has converted to wet clutches across their current product lines.

Ducati also extensively uses a trellis frame, although Ducati's MotoGP project broke with this tradition by introducing a revolutionary carbon fibre frame for the Ducati Desmosedici GP9. Product history See also: Ducati Museum The chief designer of most Ducati motorcycles in the 1950s was Fabio Taglioni (1920–2001). His designs ranged from the small single-cylinder machines that were successful in the Italian 'street races' to the large-capacity twins of the 1980s.

Ducati introduced the Pantah in 1979; its engine was updated in the 1990s in the Ducati SuperSport (SS) series. All modern Ducati engines are derivatives of the Pantah, which uses a toothed belt to actuate the engine's valves. Taglioni used the Cavallino Rampante (identified with the Ferrari brand) on his Ducati motorbikes, Taglioni chose this emblem of courage and daring as a sign of respect and admiration for Francesco Baracca, a heroic World War I fighter pilot who died during an air raid in 1918.

[16] 1950s Main article: Ducati singles 1960s Main article: Ducati singles See also: Ducati Apollo 1970s Main article: Ducati V-twin engine In 1973, Ducati commemorated its 1972 win at the Imola 200 with the production model green frame Ducati 750 SuperSport. Ducati also targeted the offroad market with the two-stroke Regolarità 125, building 3,486 models from 1975 to 1979, but the bike was not successful.

[17] In 1975, the company introduced the 860 GT, designed by noted car stylist Giorgetto Giugiaro. Its angular lines were unique, but raised handlebars made for an uncomfortable seating position at high speeds and also caused steering issues.[18] 1980s Main article: Ducati Desmoquattro engine Ducati's liquid-cooled, multi-valve V-twins, made from 1985 on, are known as Desmoquattro ("desmodromic valve four").

These include the 851, 916 and 996, 999 and a few predecessors and derivatives. Main article: Ducati Paso 1993 Ducati 907 i.e. The Ducati Paso was introduced in 1986 with the Paso 750, followed in 1989 with the Paso 906. The final version came in 1991 with the 907IE (Iniezione Elettronica), now without the name "Paso". The design was from the hand of Massimo Tamburini, who also designed the Ducati 916 and MV Agusta F4.

The Paso was a typical "you love it, you hate it" bike. However, at that time it looked like that all-enclosed bodywork would be the future for all motorcycles. The Paso design was copied for the Moto Morini Dart 400 and Cagiva Freccia 125. Together with Tamburini's Bimota DB1, they were enormously influential in terms of styling. 1990s In 1993, Miguel Angel Galluzzi introduced the Ducati Monster,[19] a naked bike with exposed trellis and engine.

Today the Monster accounts for almost half of the company's worldwide sales. The Monster has undergone the most changes of any motorcycle that Ducati has ever produced. In 1993, Pierre Terblanche, Massimo Bordi and Claudio Domenicali designed the Ducati Supermono. A 550 cc single-cylinder lightweight "Catalog Racer". Only 67 were built between 1993 and 1997. In 1994, the company introduced the Ducati 916 model designed by Massimo Tamburini,[20] a water-cooled version that allowed for higher output levels and a striking new bodywork that had aggressive lines, an underseat exhaust, and a single-sided swingarm.

Ducati has since ceased production of the 916, supplanting it (and its progeny, the 748, 996 and 998) with the 749 and 999. 2000s In 2006, the retro-styled Ducati PaulSmart 1000 LE was released, which shared styling cues with the 1973 750 SuperSport (itself a production replica of Paul Smart's 1972 race winning 750 Imola Desmo), as one of a SportClassic series representing the 750 GT, 750 Sport, and 750 SuperSport Ducati motorcycles.

Monster: 620, 695, 696, 750, 796, 900, S2R, S4R[21] Street fighter S[21] ST2, ST3, ST4[21] Paul Smart 1000LE and SportClassic variants[21] SuperSport 750, 900, 1000[21] 748, 749, 848[21] 996, 998, 999, 1098, 1098S, 1098R,[21]1198 Desmosedici RR[21] Current lineup Ducati Hypermotard Ducati Desmosedici RR Ducati 1098 S Tricolore Monster[22][23][24] 797 821 821 Stripe 1200 1200 S 1200 R Multistrada[23][24][25] 950 1200 1200 S 1200 S Pikes Peak 1200 Enduro Diavel[26] Diavel Diavel Carbon XDiavel XDiavel S Superbike[23][24][27] 959 Panigale 1299 Panigale 1299 Panigale S Panigale R 1299 Superleggera Supersport Supersport Supersport S Hypermotard[23][24][28] Hypermotard 939 Hypermotard 939 SP Scrambler Sixty2 Icon Classic Full Throttle Cafe Racer Desert Sled Current engines Desmodue: Desmodromic two-valve, air-cooled, L-Twin, 60° included valve angle (Scrambler, Monster 797) Testastretta 11°: Desmo four-valve, liquid-cooled, L-Twin, 11° valve overlap angle (Supersport/Supersport S, Hypermotard/Hyperstrada 939, Multistrada 950, Monster 821) Testastretta 11° DS: Desmo four-valve, liquid-cooled, L-Twin, 11° valve overlap angle, dual ignition (Monster 1200, Diavel) Testastretta 11° DVT: Desmo four-valve, liquid-cooled, L-Twin, variable valve timing, dual ignition (Multistrada 1200 DVT, XDiavel) Superquadro: Desmo four-valve, liquid cooled, L-Twin, 157–205 bhp (117–153 kW) (Panigale 959 & 1299) Past engines Desmodue Evoluzione: Desmo two-valve, air-cooled (Hypermotard 1100 Evo, Monster 1100 Evo) Desmodue DS: Desmo two-valve, air-cooled, 56° included valve angle, dual ignition (Hypermotard 1100, Multistrada 1000/1100, Monster 1100, Monster S2R 1000, SportClassic GT 1000, SuperSport 1000) Desmodue LC: Desmo two-valve, liquid-cooled (ST2) Desmotre DS: Desmo three-valve, liquid-cooled, 40° included valve angle, dual ignition (ST3) Desmoquattro: Desmo four-valve, liquid-cooled, 40° included valve angle, (851, 888, 916, 996, 748, Monster S4, Monster S4R, ST4, ST4s) Testastretta: Desmo four-valve, liquid-cooled, 25° included valve angle, (996R, 998, 999, 749, Monster S4R Testastretta) Testastretta Evoluzione: Desmo four-valve, liquid-cooled, 24.

3° included valve angle, 41° valve overlap angle (848, 1098/1198, Streetfighter 1098) Motorcycle design history Ducati has produced several styles of motorcycle engines, including varying the number of cylinders, type of valve actuation and fuel delivery. Ducati is best known for its V-twin engine, called a L-twin by the company, which is the powerplant in the majority of Ducati-marqued motorcycles.

Ducati has also manufactured engines with one, two, three or four cylinders; operated by pull rod valves and push rod valves; single, double and triple overhead camshafts; two-stroke and even at one stage manufactured small diesel engines, many of which were used to power boats, generators, garden machinery and emergency pumps (for example, for fire fighting). The engines were the IS series from 7 to 22 hp (5.

2 to 16.4 kW) air-cooled and the larger twin DM series water- and air-cooled. The engines have been found in all parts of the globe. Wisconsin Diesel even assembled and "badge engineered" the engines in the USA. They have also produced outboard motors for marine use. Currently, Ducati makes no other engines except for its motorcycles. On current Ducati motors, except for the Desmosedici and 1199 Panigale, the valves are actuated by a standard valve cam shaft which is rotated by a timing belt driven by the motor directly.

The teeth on the belt keep the camshaft drive pulleys indexed. On older Ducati motors, prior to 1986, drive was by solid shaft that transferred to the camshaft through bevel-cut gears. This method of valve actuation was used on many of Ducati's older single-cylinder motorcycles — the shaft tube is visible on the outside of the cylinder. Ducati is also famous for using the desmodromic valve system championed by engineer and designer Fabio Taglioni, though the firm has also used engines that use valve springs to close their valves.

In the early days, Ducati reserved the desmodromic valve heads for its higher performance bikes and its race bikes. These valves do not suffer from valve float at high engine speeds, thus a desmodromic engine is capable of far higher revolutions than a similarly configured engine with traditional spring-valve heads. In the 1960s and 1970s, Ducati produced a wide range of small two-stroke bikes, mainly sub-100 cc capacities.

Large quantities of some models were exported to the United States. Ducati has produced the following motorcycle engine types: Single-cylinder, pullrod actuated, 48 cc and 65 cc (Cucciolo) pushrod actuated, 98 and 125 cc two-stroke, 50, 80, 90, 100, 125 cc bevel actuated, spring valved: 98 cc, 100 cc, 125 cc, 160 cc, 175 cc, 200 cc, 239 cc, 250 cc, 350 cc, 450 cc bevel actuated, desmodromic valved : 125 cc, 239 cc, 250 cc, 350 cc and 450 cc belt actuated, desmodromic valved : 549/572 cc Supermono, only 65 made.

Two-cylinder, bevel actuated, spring valved (V-twin): 750 cc, 860 cc bevel actuated, desmo valved (V-twin): 750 cc, 860 cc, 900 cc, 973 cc (Mille) bevel actuated, desmo valved (parallel twin): 125 cc, chain actuated, spring valved (parallel twin): 350 cc, 500 cc (GTL) chain actuated, desmo valved (parallel twin): 500 cc (500SD) belt actuated, desmo valved (V-twin): Almost all motors since 1986.

Four-cylinder, gear actuated, desmo valved (V4): Prototype Desmosedici, and Low volume Production Desmosedici RR, 1,500 made pushrod actuated, spring valved (V4): Prototype Apollo, only two made. Enthusiasts groups A key part of Ducati's marketing strategy since the 1990s has been fostering a distinct community identity in connection with branding efforts including online communities and local, regional and national Ducati enthusiast clubs.

There are more than 400 Ducati clubs worldwide and 20,000 registered users of the Ducati Owners Club web site and 17,000 subscribers to the racing web site.[29] Enthusiasts and riders are informally referred to in the motorcycling community as Ducatista (singular) or Ducatisti (plural). In North America there are several Ducati enthusiasts organizations with varying degrees of factory sponsorship, such as the Bay Area Desmo Owners Club (BADOC) located in and around the city of San Francisco, CA.

DESMO, the Ducati Enthusiast Sport Motorcycle Organization, is a North American group affiliated with the factory Desmo Owners Club.[30] Some groups are focused on vintage Ducatis[31] while several are based primarily or entirely on email discussion lists or web forums.[32] Ducati products other than motorcycles 1942 Ducati radio Ducati Meccanica (as the company was previously known) has its marque on non-motorcycle products as well.

In the 1930s and 1940s, Ducati manufactured radios, cameras, and electrical products such as a razor. Ducati made a marine binocular called the BIMAR for the Kriegsmarine during World War II, some of which were sold on the civilian market after the war.[33] The Ducati Sogno was a half-frame Leica-like camera which is now a collector's item. Ducati and Bianchi have developed and launched a new line of racing bicycles.

[34] There are four Ducati companies: Ducati Motor Holding (the subject of this article) Ducati Corse (which runs the Ducati racing program and is wholly owned by Ducati Motor Holding) Ducati Energia, a designer and manufacturer of electrical and electronic components and systems; and Ducati Sistemi, a subsidiary of Ducati Energia. All are located in Borgo Panigale in Bologna, Italy. Ducati Motor Holding often uses electrical components and subsystems from Ducati Energia.

Merchandising Ducati has a wide range of accessories, lifestyle products and co-branded merchandise bearing their logos and designs. The company has a licensing agreement with Tumi Inc., launching a collection of eight co-branded luggage pieces in 2006, sold through both of the brands' retail outlets.[35] Racing history Main article: Ducati Corse A Ducati racing motorcycle from 1968 Ducati's history with motorsport began with speed records on Cucciolo motorized bicycle factory racers in 1951, followed in 1954 with bringing in Fabio Taglioni to found a road-racing program with the 100 Gran Sport.

[36] As of 2009, Ducati was still pursuing the "win on Sunday, sell on Monday" business model and spending 10% of company revenues, €40 million, on its racing business.[37][38] MotoGP World Championship Ducati rejoined Grand Prix motorcycle racing in 2003, after a 30-year absence.[39] On 23 September 2007, Casey Stoner clinched his and Ducati's first Grand Prix World Championship. When Ducati re-joined MotoGP in 2003, MotoGP had changed its rules to allow four-stroke 990 cc engines to race.

At the time Ducati was the fastest bike. In 2007, MotoGP reduced the engine size to 800 cc (49 cu in), and Ducati continued to be the fastest with a bike that was markedly quicker than its rivals as was displayed by Casey Stoner on tracks with long straights. For 2009, Ducati Marlboro Team campaigned their Desmosedici GP9 with former World Champions Casey Stoner and Nicky Hayden.[40] Ducati also supplied customer bikes to Pramac Racing, with Mika Kallio and Niccolò Canepa riding for the team in 2009.

[41] Nine-time world champion Valentino Rossi rode for Ducati Corse for the 2011 and 2012 seasons.[42][43] Rossi returned to the Yamaha team for the 2013 season.[44] For 2013, Ducati Marlboro Team raced with Nicky Hayden and the Italian rider Andrea Dovizioso. In 2014 Cal Crutchlow teamed up with Dovizioso for the season, and he left at the end of the year. In 2015, Ducati Marlboro Team, under the control of the new race team director Gigi Dall'Igna and the new Desmosedici GP15, raced with two Italian riders: Andrea Dovizioso and Andrea Iannone.

Dovizioso and Iannone returned for another season in 2016 with Michele Pirro as official tester. As well as this, Casey Stoner also tested Ducati machinery during the season. [45] In 2017, Ducati Marlboro Team will race another season with Andrea Dovizioso and his new teammate Jorge Lorenzo, who has joined the Ducati team from Yamaha Factory Racing with a two seasons contract. Year Champion Motorcycle 2007 Casey Stoner Ducati Desmosedici GP7 Superbike World Championship (SBK) The company has won 14 riders world championships and 17 manufacturers world championships, competing since the series' inception in 1988.

At the end of 2015, Ducati has amassed 318 wins, more than any other manufacturer involved in the championship. Year Champion Motorcycle 1990  Raymond Roche Ducati 851 1991  Doug Polen Ducati 888 1992  Doug Polen Ducati 888 1994  Carl Fogarty Ducati 916 1995  Carl Fogarty Ducati 916 1996  Troy Corser Ducati 916 1998  Carl Fogarty Ducati 916 1999  Carl Fogarty Ducati 996 2001  Troy Bayliss Ducati 996R 2003  Neil Hodgson Ducati 999 2004  James Toseland Ducati 999 2006  Troy Bayliss Ducati 999 2008  Troy Bayliss Ducati 1098 2011  Carlos Checa Ducati 1098 Ducati has also won the manufacturer world championship for years 1991–1996, 1998–2004, 2006, 2008–2009 and 2011.

Supersport World Championship Year Champion Motorcycle 1997  Paolo Casoli Ducati 748 FIM Superstock 1000 Cup Year Champion Motorcycle 2007 Niccolò Canepa Ducati 1098S 2008 Brendan Roberts Ducati 1098R 2009 Xavier Siméon Ducati 1098R 2011  Davide Giugliano Ducati 1098R 2014 Leandro Mercado Ducati 1199 Panigale R Ducati has also won the manufacturers' championship for years 2008–2009, 2011 and 2016.

British Superbike Championship The British Superbike Championship has been won by Ducati riders on nine occasions and entered since 1988: Year Champion Motorcycle 1995 Steve Hislop Ducati 916 1999 Troy Bayliss Ducati 996 2000 Neil Hodgson Ducati 996 2001 John Reynolds Ducati 996 2002 Steve Hislop Ducati 998 2003 Shane Byrne Ducati 998 2005 Gregorio Lavilla Ducati 999 2008 Shane Byrne Ducati 1098 2016 Shane Byrne Ducati 1199R 2017 Shane Byrne Ducati 1199R AMA Superbike Championship In the AMA Superbike Championship, Ducati has had its share of success, with Doug Polen winning the title in 1993 and Troy Corser the following year in 1994.

Ducati has entered a bike in every AMA Superbike season since 1986, but withdrew from the series after the 2006 season.[46][47][48] Year Champion Motorcycle 1993 Doug Polen Ducati 888 1994 Troy Corser Ducati 888 Ducati had an important place in early Superbike racing history in the United States and vice versa: In 1977, Cycle magazine editors Cook Neilson and Phil Schilling took a Ducati 750SS to first place at Daytona in the second-ever season of AMA Superbike racing.

"Neilson retired from racing at the end of the year, but the bike he and Schilling built — nicknamed Old Blue for its blue livery — became a legend," says Richard Backus from Motorcycle Classics: "How big a legend? Big enough for Ducati to team with Italian specialty builder NCR to craft a limited-edition update, New Blue, based on the 2007 Sport 1000S, and big enough to inspire the crew at the Barber Vintage Motorsports Museum (see Barber Motorsports Park), arguably one of the most important motorcycle museums in the world, to commission Ducati specialist Rich Lambrechts to craft a bolt-by-bolt replica for its collection.

The finished bike's name? Deja Blue."[49] Australian Superbike Championship Year Champion Motorcycle 1999 Steve Martin Ducati 996RS Formula TT Ducati's first ever world title was the 1978 TT Formula 1 World Championship, achieved thanks to Mike Hailwood's victory at the Isle of Man TT. Between 1981 and 1984 Tony Rutter won four TT Formula 2 World Championships riding Ducati bikes. Year Class Champion Motorcycle 1978 F1 Mike Hailwood Ducati NCR 900 SS TT1 1981 F2 Tony Rutter Ducati 600 TT2 1982 F2 Tony Rutter Ducati 600 TT2 1983 F2 Tony Rutter Ducati 600 TT2 1984 F2 Tony Rutter Ducati 600 TT2 See also List of Italian companies List of motorcycle manufacturers Notes ^ "Ducati Group: nel 2015 vendite, fatturato e risultato in crescita" [Ducati Group: sales in 2015, sales and earnings growth].

Ducati (in Italian). Ducati Motor Holding S.p.A. 3 March 2016. Retrieved 9 August 2016. ^ a b c d "Audi Interim Financial Report 2012" (PDF). AUDI AG. 23 July 2012. Archived from the original (PDF) on 2 August 2012. Retrieved 2 August 2012. Effective July 19, 2012, the Audi Group acquired 100 percent of the voting rights in the motorcycle manufacturer Ducati Motor Holding S.p.A., Bologna (Italy) via Automobili Lamborghini S.

p.A., Sant'Agata Bolognese (Italy), a subsidiary of AUDI AG for a purchase price of EUR 747 million. ^ Lodi, Livio (2009). "History of the Ducati Logo: The 1920s". Ducati Motor Holding S.p.A. ^ "Mach 1". ducati.com. Retrieved 25 January 2007. ^ "DUCATI MOTOR HOLDING SPA Annual and Transition Report (foreign private issuer) (20-F) Item 4. Information on the Company". edgar-online.com. 30 June 2004. Retrieved 25 January 2008.

^ "History of the Motorcycle". mecossemi.com. Retrieved 25 January 2007. ^ Cremer, Andreas; Hetzner, Christiaan (17 April 2012). "UPDATE 2-Audi to pay about 860 mln euros for Ducati". Thomson Reuters. Reuters. Retrieved 17 April 2012. ^ Schultz, Jonathan (18 April 2012), "Volkswagen Group to Add Ducati to Product Portfolio", The New York Times, retrieved 18 April 2012 ^ Ian Falloon (10 August 2006).

The Ducati Bible. Veloce Publishing. ISBN 978-1-84584-012-9. Retrieved 15 October 2010. ^ The Ducati Bible: 860, 900 & Mille, Ian Falloon. Retrieved 2010-01-21. ^ Chili sv (8 August 2008). "Ducati to be sold to Performance Motorcycles SpA, taken private – Hell For Leather". HellforLeathermagazine.com. Archived from the original on 16 January 2009. Retrieved 14 June 2009. ^ Lodi, Livio (2009).

"History of the Ducati Logo: The 1990s and beyond". Ducati Motor Holding S.p.A. ^ "History of the Two-Valve Twin". Ducati.com. Retrieved 25 January 2008. ^ "Desmo for Dummies". Ducati.com. Retrieved 25 January 2008. ^ "What is in an oil". yamaha-motor.ca. Retrieved 25 January 2008. ^ "Fabio Taglioni: a Legend". ducati.com. Retrieved 25 January 2008. ^ Alan Cathcart (January–February 2011). "Ducati Regolarità 125".

Motorcycle Classics. Retrieved 15 December 2011. ^ Roland Brown (July–August 2011). "1975 Ducati 860GT". Motorcycle Classics. Retrieved 18 July 2011. ^ "Desmo 2 Valve History". monsta.at. Archived from the original on 17 February 2005. Retrieved 25 January 2008. ^ "Ducati Official History (The 916)". Ducati Motor Holdings. Retrieved 22 June 2008. ^ a b c d e f g h "Previous Model Years". Ducati Motor Holding SpA.

2009. ^ "Monster". Ducati Motor Holding SpA. 2010. ^ a b c d "2010 Ducati Motorcycles". Total Motorcycle Website. 2010. ^ a b c d "Ducati North America BIKES". Ducati Motor Holding SpA. 2010. ^ "Multistrada". Ducati Motor Holding SpA. 2010. ^ "The name is Diavel". Ducati. 17 December 2009. Retrieved 15 October 2010. ^ "Superbike". Ducati Motor Holding SpA. 2010. ^ "BIKES Hypermotard". Ducati Motor Holding SpA.

2010. ^ Jelassi, Tawfik; Leenen, Stefanie (June 27–29, 2001). "EMBARKING ON E-BUSINESS AT DUCATI MOTORCYCLES (ITALY)" (PDF). Bled, Slovenia: Global Co-Operation in the New Millennium The 9th European Conference on Information Systems. Archived from the original (PDF) on 2011-02-21. ^ "Desmo Owners Club". Ducati Motor Holding. 2009. ^ "Ducati Vintage Club Homepage". ^ Duglin Kennedy, Shirley (2005).

The Savvy Guide to Motorcycles. Indy Tech Publishing. ISBN 9780790613161. ^ Giuseppe Finizio, Anna Vacani, ed., BIMAR: The little known history of the Ducati 20° inclined 10x80 binoculars (PDF), Anna and Terry Vacani's Binocular & Cine Collection, retrieved 19 March 2013 ^ "Bianchi::Ducati Corse". Bianchiducati.com. Retrieved 15 October 2010. ^ "Tumi Time: Tumi+Ducati Collection". Business Week.

24 January 2007. Retrieved 28 March 2009. ^ Thompson, Jon F.; Bonnello, Joe (1998), Ducati, MotorBooks/MBI Publishing Company, p. 12, ISBN 0-7603-0389-4 ^ Boland, Vincent (12 August 2009), "Ducati cuts production and salaries" (General OneFile), Financial Times, p. 12 ^ Radosta, John S. (5 April 1970), "Auto Manufacturers Keep One Eye on the Track and the Other on Consumer", The New York Times (ProQuest), p.

 414, There's an old saying in the auto world: Win on Sunday, sell on Monday ^ "2003 Ducati MotoGP Team". ducati.com. Retrieved 25 January 2008. ^ "Nicky Hayden joins Ducati". Crash.net. Crash Media Group. 15 September 2008. Retrieved 9 August 2016. Hayden's Ducati move, which will see the 27-year-old line-up alongside 2007 world champion Casey Stoner, has been considered a done deal for months. ^ "Pramac Racing announce Kallio and Canepa signings for 2009".

MotoGP.com. Dorna Sports. 19 October 2008. Retrieved 9 August 2016. ^ Ducati (15 August 2010). "Rossi to ride for Ducati in 2011 (press release)". MotoGP.com Official Website. Retrieved 18 August 2010. ^ Fiat Yamaha (15 August 2010). "Yamaha and Valentino Rossi to part company at end of 2010 (press release)". MotoGP.com Official Website. Retrieved 18 August 2010. ^ Ducati And Rossi To Part Ways At End Of 201, Motorbike News, 10 August 2012 ^ McLaren, Peter (26 March 2016).

"Casey Stoner: 'We can tick the engine off our list...'". Crash.net. Crash Media Group. Retrieved 28 March 2016. "It's very, very quick!" Stoner said during his private test at the same Losail circuit on Monday. ^ Minoli, Federico (22 August 2006). "AMA Next Year". ducati.com. Retrieved 25 January 2008. ^ Williams, Evan (8 March 2007). "Ducati AMA Superbike Streak Ends". superbikeplanet.com. Archived from the original on 16 May 2007.

Retrieved 25 January 2008. ^ Adams, Dean (22 August 2006). "Bombshell: Ducati Pulls Out Of AMA Superbike". Superbikeplanet.net. Archived from the original on 30 September 2007. Retrieved 25 January 2008. ^ January/February 2009 By Richard Backus . "One famous Ducati 750SS". Motorcycleclassics.com. Retrieved 27 July 2009. External links Wikimedia Commons has media related to Ducati. Official website Ducati Motorcycles at Curlie (based on DMOZ) Ducati Organizations and Clubs at Curlie (based on DMOZ) Ducati Businesses at Curlie (based on DMOZ) v t e Major and notable Italian motorcycle marques Current Aprilia Benelli Beta Bimota Borile Cagiva Ducati Fantic Ghezzi & Brian Gilera Italjet Minarelli Mondial FB Mondial Motobi Moto Guzzi Moto Morini MV Agusta Paton Piaggio Polini SWM Terra Modena Vespa Vyrus Defunct Abra (1923–1927) Accossato Aermacchi Aeromere/Capriolo Aetos Agrati (1958–1965) AIM (1974–1982) Alano (1923–1925) Alato (1923–1925) Aldbert (1953–1959) Atala Autozodiaco Bianchi Caproni Ceccato (1947–1962) Cimatti (1937–1984) CNA (1920–1934) Della Ferrera (1909–1948) Frera (1905–1936) Fusi (1932–1957) Galbusera (1934–1955) Garelli (1919–2012) Innocenti (1947–1997) Iso Rivolta (1953–1974) Lamborghini Lambretta Laverda (1949–2006) Malaguti MAS (1920–1956) Maserati (motorcycle) Morbidelli Moretti (1925–1989) Parilla Rumi v t e Volkswagen Group Ownership Porsche SE State of Lower Saxony Qatar Holding LLC Capital Group Companies Divisions and subsidiaries Passenger cars Audi (99.

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Share this Article Print Email a Friend Photos by: Evans Brasfield The Ducati Monster 1200S didn’t do so great against most of the other players in last year’s Super Naked Street Brawl, but mostly because two of the other four were our Motorcycle of the Year KTM Super Duke R and the BMW S1000R, which came within a whisker of overcoming the incredible SDR. The Monster suffered more in the track portion of that test than on the street, though, mainly let down by a lack of ground clearance when leaned into Chuckwalla’s endless high speed turns – a non-issue on the road.

Back on the street, il Mostro was a highly pleasant thing to ride – as nearly all motorcycles are that deliver 84 pound-feet of torque. The 132 horses up top are like having your burrito wet. Yeah, well, the Super Duke R made 96 pound-feet and 156 hp. So we decided the Monster S is less of a streetfighter and more of a hot-rod roadster, and therefore the perfect excuse for T. Roderick and yours truly to compare it to BMW’s new R1200R, an awesome do-it-all “big Twin” motorcycle we’ve been looking for an excuse to spend more time upon.

All we need now is a hook to hang this thing on! A theme! How about Germany vs Italy!? Why not, since it’s the most obvious? Tubular meats vs. fine red wines! It was on like WWII, with the exception that Germany and Italy were allies in that affair, up to a point. 2015 BMW R1200R First Ride EiC Duke tasked us with coming up with a couple of waypoints to honor the respective engineering heritages of the two storied brands without breaking the MO bank by leaving SoCal: As always, we rose to the occasion.

And then some… Storied German heritage in LA? No problem: The Weinerschnitzel on PCH in Wilmington is the very first one, dating all the way back to the mid-20th century (1961). As you can see, this one adheres to the classic Boxer engine architecture, with its drive-thru bisecting the two horizontally-opposed halves of the structure. Coincidence? There are no coincidences in Deutschland, mein Herr.

Tom went with the grilled bratwurst; Evans and I with the bacon chili cheese dog. Sadly, this Oktoberfest is beer-free. Just as well, as we have a long day’s ride ahead of us… What started out as a perfectly legit excuse to go for a nice day’s ride turned into a better “comparison” than we expected, really, the Ducati Monster 1200 S proving itself quite a bit less monstrous when in more refined company.

And with the the addition of BMW’s new liquid-cooled Boxer motor, the new R1200R’s sporty factor is greatly increased – the two bikes meeting somewhere in the Alps. Other tubular-meat German heritage sites in LA include Torrance’s Alpine Village, which puts on its own Oktoberfest every year. Very authentic… … or is it? Willkommen to SoCal! The Beatles did play a lot in Hamburg when they were getting started, so why not? As a matter of fact, bombing around L.

A., the Monster is a ridiculously sweet ride. Our “S” doesn’t have electronic suspension, but it does have fully adjustable Öhlins pieces at both ends, with nearly six inches of rear-wheel travel (5.1 in. in front). You can soften up compression and rebound out back with your hands (you need a 3mm hex to diddle the fork), and make it the plushest Monster ever. The seat is really quite cush also, the ergos not quite so upright as the BMW’s but close – and the thing makes just about enough racket to save your life without being obnoxious.

Duke reckons its popping on overrun is “the most deliciously wicked cackle I’ve heard from a production exhaust.” There’s also a reasonably good passenger seat under the plastic cover. The one annoying thing about the Monster in town is its monstrous turning radius. Thumb it over to Touring mode, and my only other complaint is that the Monster’s too powerful. What? After we’d adjusted to the Desmodromic Variable Timing in the new Multistrada we rode last month, which greatly broadens this engine’s powerband, the Monster’s 11-degree Testastretta without it suddenly feels a little peaky.

The big Twin hunts and pecks a bit till the tach on the hard-to-read TFT display gets past about 3000 rpm, then takes off like Usain Bolt! Maybe I’m getting old, but it feels like the Monster wants to wheelie over backwards any time you open the throttle more than about halfway in any of the lower three gears. It’s a $16,000 motorcycle; I think it would be just as swell with about $12k worth of power.

Really, the Monster just wants to be off its leash. “The Duc incessantly pleads to be wrung out. Switching the engine mode from Sport to Touring helps, but the Monster still compels you to ride faster,” says TR. Luckily, the rest of the bike is up for it, with that excellent suspension, quickish reflexes and state-of-the-art brakes with ABS, of course. Meanwhile, the BMW is right on the Monster’s tail.

It’s nowhere near matching the Monster’s peak horsepower, but it more than matches both its hp and torque below 6000 rpm – which happily happens to be where big-inch tachometer needles live most of their lives on the street (not that either bike has one). The BMW spots the Ducati a 61-pound weight advantage, but doesn’t seem to suffer from it thanks to its really impressive lunge: While the Monster’s spritzing its vocal cords and clearing its 53mm throats at 3000 rpm, the BMW’s been making over 60 pound-feet of torque since 2000 rpm.

It’s a linear, flat, easily-modulated plateau of torque, too, made all the more useable safe in the knowledge that the R’s traction control is on the job exiting greasy drive-thrus and intersections. Simply thwap it open; the big BMW’s phwooOOART! is almost as much fun as the Ducati’s higher-pitched snarl. There’s really not much in it at all up till past 7000 rpm. On a racetrack, the Ducati might make short work of the BMW (both have plenty of ground clearance for road use).

On the street, it’s usually neck and neck. But enough of this gritty industrial overpopulated seaport angst-ridden sausage-fest already! I think the real reason we brought the Ducati out was because we’ve been looking for a reason to visit Doffo Winery, over the coastal mountains down south of L.A. in Temecula, California. And never mind Marcelo Doffo is Argentinian. His people were from Italy, and his son Damian, who mostly runs the place now, is a big motorhead who races a KTM RC 390 Cup with AHRMA.

I’d dialed out most of the compression and rebound damping from the Duc’s shock, and it handled the 30-mile stretch of I-5 in complete comfort, the 80-mph breeze spilling unmolested over its nose perfect for relieving the small amount of pressure it puts on the wrists, the big V-Twin loping perfectly smoothly along at 5000-or-so rpm, God bless the 90-degree Twin. Quite rakish. Riding positions on both bikes are ideal for urban use (TR on the BMW is a few inches longer than me), and nearly interchangeable; the BMW is a tiny bit more upright with a bit more legroom, and serves up 5.

5 inches of delicious ESA-controlled compliance at each end, nearly on par with the Ducati’s Öhlins pieces. Wheelbases are nearly identical; the BMW steers a smidge slower, with 4.9-in. trail to the Monster’s 3.7 inches – all BMW’s boxers characterized by train-like stability. Part of the BMW’s extra weight is centerstand and luggage mounts. Right alongside it, the R1200R rider is experiencing the same crisp climate-change fall day in the 90s as he swoops effortlessly along.

Thumb ESA from Dynamic to Road (there’s no Touring), turn on the cruise control and set it easily with your left thumb, and it’s hard to see how life could get much better if you’re a person who likes to ride smooth, comfortable, powerful motorcycles. Our optional Touring Screen is a bit tall for my liking, but BMW offers a shorter Sport one too: also same-key saddlebags and a top box, four different seats, a GPS with optional Garmin Smartphone Link for congestion information in real time, up-to-the-minute weather forecasts, etc.

, etc. With our test unit’s Comfort Package (heated grips, chrome exhaust pipe and tire pressure monitors) and Touring Package (electronic suspension, cruise control, centerstand, luggage mounts, etc.), along with the keyless ride fob, and Gear Shift Assistant Pro, you’re looking at $17,490 – about $1500 more than the Ducati. If you have to ask… You’re also looking at a bike you could actually set out for Kathmandu upon (after you pay another however many hundreds for the bags), a thing few would want to do on the Monster.

If we’d remembered to stop and stiffen up the Monster’s shock before hopping on the mountain road over to Temecula it would’ve been a little tail-up happier, but it’s still an excellent thing to ride on the fast, flowing Ortega Highway on a light-traffic morning. You’re pulled a bit lower over its front wheel than on the BMW. The faster the curves become, the more you can feel its weight advantage over the Beemer, and the more it feels like it might steer a little more accurately with a 180-series tire on back, like the BMW has, instead of the 190mm wide Pirelli Diablo Rosso II Ducati gives it.

On the BMW, there’s no need to stop for anything: Swap Road for Dynamic damping on the fly and again, the Ducati’s not getting away. If anything, the BMW feels a little more planted and accurate in the corners on its Metzelers, with the calming influence of that big longitudinal crankshaft keeping its hand on the rudder. It’s an easy bike to ride quickly. Ducati Monster 1200S + Highs La Scala on Pirellis Who knew a Monster would ever be this comfy? Easy to change coolant hoses since they hang out all over the place – Sighs TFT display is invisible half the time when the sun’s out A bit lacking in creature comforts for $16k Not nearly as docile as the BMW in town Out there at Doffo in the wine country, what can we tell you? The living is easy.

Actually we’re told winemaking is a hard, agricultural business, but given the setting – grapevines as far as the eye can see and tons of elbow room for all, great roads all over and not so many people or cars – it’s hard to believe life could be anything but a breeze. It could be Tuscany (not that I’ve ever been). With a little room to spread out, plenty of nice covered parking, great curvy roads right outside your door and yes, the need to perform a little self-promotion – we’re in Monster country.

So what if Ducati doesn’t offer luggage for it or cruise control? Take the pickup to town if you need something that won’t fit in your Gucci backpack. When I told Damian Doffo I liked the BMW better because you could ride it to San Francisco, he said, “But why would you?” Good point. The winemaker’s current ride is a KTM RC390 Cup. BMW R1200R + Highs ESA is wunderbar Truly a Standard to do everything including cross-country Do all maintenance your damn self – Sighs Numbers on the LCD panel are too tight-packed, hard to read Doesn’t make you suffer at all, no possibility for atonement Could be the last bike you’ll ever buy Luckily, we don’t know much about wine other than we like it.

Sadly, since we were riding and working, we barely got the chance to taste anything and had to spit when we did… but we were impressed. Try the Mistura, Doffo’s own excellent red blend, if you make it out that way. Which you should. Temecula’s turning into its own little Napa Valley. Damian pointed us to a couple of excellent roads we’d never heard of just a few miles away. And so we rode… When push really does come to shove, you probably want the lighter, more powerful Ducati.

I’d take this one over a Panigale any day. You? But even on the tight, twisty little backroads Damian Doffo pointed us to, the stoic German bike still seemed to have no problem keeping right up with the extroverted Italian one – the Ducati might gap the BMW a tad if there’s a straight, but the BMW’s excellent balance lets it close back up on the brakes, and its superior low-rpm torque has it right up the Duc’s tailpipe after the next corner.

You’d have to ride faster than TR and myself on the street to exploit the Ducati’s horsepower advantage, and that would be unadvisable. At the end of the day and the bottom of the famed MO ScoreCard, there’s almost nothing in it. The Monster wins on the strength of its Objective Score, since it’s a bit cheaper than the BMW, lighter and more powerful. Our ScoreCard, however, doesn’t account for the fact that the BMW’s greater weight and price consists of more stuff, including electronic suspension, cruise control, centerstand, autoshifter, mounts already in place for luggage… Subjectively, Tom picked the Monster because he’s younger, easily impressionable, attracted to shiny objects and needs to keep hot-mama Maria amused.

As for me, I’m older, more practical, may never again see a female interior, and therefore am all over the Boxer. One word: cruisecontrol. Okay, two: Heated grips. TR even agrees with me: “With a more comfortable seating position, nicely padded seat and cruise control the BMW is the better all-around motorcycle. Outfitted with shaft drive and a centerstand it’s also the more practical choice.

” Once again it all makes perfect sense: If you’re a bucks-up swarthy sort based in Paradise with progeny on your mind and another more practical bike or twenty in the warehouse, you need a Monster to maintain discipline. If you’re the more practical, pale, pasty and balding type, concerned with keeping your bloodline pure and trying to be motogamous (new word!), the R1200R is one amazing do-it-all machine.

Pommes frites may be a French word, but fried potatoes are all German far as I’m concerned. Spuntino’s in Temecula puts them on pizza, Germany and Italy bury the hatchet and everybody lives happily ever after. Kulture Klash Shootout Scorecard Category BMW R1200R Ducati Monster 1200S Price 91.9% 100% Weight 88.5% 100% lb/hp 70% 100% lb/lb-ft 85.1% 100% Total Objective Scores 90.7% 100% Engine 91.

9% 91.9% Transmission/Clutch 93.8% 90.0% Handling 87.5% 91.3% Brakes 83.8% 85.0% Suspension 92.5% 88.8% Technologies 92.5% 81.3% Instruments 75.0% 81.3% Ergonomics/Comfort 88.8% 83.8% Quality, Fit & Finish 90.0% 90.0% Cool Factor 82.5% 91.3% Grin Factor 87.5% 93.8% Burns’ Subjective Scores 90.0% 88.3% Roderick’s Subjective Scores 86.3% 88.3% Overall Score 87.7% 90.7% Kulture Klash Shootout Spec Sheet BMW R1200 R Ducati Monster 1200S MSRP $13,950 base; $17,490 as tested $15,995 Engine Type Air/liquid-cooled four-stroke boxer-twin, double overhead camshafts, one balance shaft Liquid-cooled Testastretta 11° L-Twin, double-overhead camshafts; desmodromic Engine Displacement 1,170cc 1198cc Bore x Stroke 101.

0 x 73.0mm 106.0 x 67.9mm Compression Ratio 12.5:1 12.5:1 Fuel System Electronic intake pipe injection Electronic fuel injection system, 53mm throttle bodies with full Ride by Wire Valve Train 4 valves/ cylinder, DOHC 4 valves/ cylinder; desmodromic; DOHC Horsepower (MotoGPWerks dyno) 105.3 hp at 7,900 rpm 132.5 hp at 9,600 rpm Torque (MotoGPWerks dyno) 78.7 lb-ft at 5,400 rpm 83.0 lb-ft at 7,600 rpm Transmission 6-speed, Gear Assist Pro, BMW Motorrad Paralever shaft drive 6-speed w slipper clutch; chain final drive Front Suspension 45mm inverted fork; Dynamic ESA (optional); 5.

5 in. travel 48mm Ohlins inverted fork, fully adjustable; 5.1 in. travel Rear Suspension Cast aluminum single-sided swing arm with BMW Motorrad Paralever; WAD strut (travel-related damping), spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable; 5.5 in. travel; Dynamic ESA option Ohlins monoshock, fully adjustable; progressive linkage; 5.9 in. travel Front Brake Dual 320mm floating discs, 4-piston calipers; ABS Dual 330mm semi-floating discs, Brembo evo M50 4-piston callipers; ABS Rear Brake 276mm disc, 2-piston caliper; ABS 245mm disc, 2-piston caliper; ABS Front Tire 120/70 ZR 17 120/70 ZR 17 Rear Tire 180/55 ZR17 190/55 ZR17 Wheelbase 59.

7 in. 59.5 in. Seat Height 31.1 in. (29.9, 32.3 in options) 30.9 – 31.9 in. Curb Weight as Tested (MotoGPWerks scales) 531 lb. 470 lb. Fuel Capacity 4.7 gal. 4.6 gal. Tested Fuel Economy 44 mpg 40 mpg Available Colors Gray, Blue, White Red, Red w White Stripe! Warranty 3 years/ 36,000 miles limited warranty 24 months, unlimited miles limited warranty

Hazel Gordon

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