1992 Ducati Paso 907 I.E, Frame no. ZDM1MB4NXNM001575 Engine no. MB4N001465
1992 Ducati Paso 907 I.E
Frame no. ZDM1MB4NXNM001575
Engine no. MB4N001465
• Rare, matching numbers example
• Believed 7,305 miles from new
The Paso was designer Massimo Tamburini's sport tourer commissioned on behalf of the Castiglioni brother's Varese-based Cagiva, to be badged 'Ducati', the brand they had just taken over. The Paso 750 launched in 1986.Their previous arrangement was for Ducati to supply 'Pantah motors' – the Fabio Taglioni-designed, belt-drive desmo v-twin – to be installed in Cagiva-branded bikes, and for Ducati to give up 'complete' motorcycle manufacture. Tamburini was asked to design a standout motorcycle – a goal he clearly met. Regrettably, the fully enclosed design – chromoly square-tubing frame and top quality cycle parts notwithstanding - was not popular. However, popularity has nothing to do with the quality within. The Paso was a truly excellent riding machine once the carburation was fixed... The early bikes had a reversed rear cylinder head so that an automotive-type, single two-barrel Weber carburetor could be used, justified at the time to meet noise and emissions regulations. The Weber carburetor didn't make any friends and aftermarket fixes proliferated on the few that were sold. The real answer, however, was fuel injection.
It was 1990 by the time the 907i.e. (actually 904cc) was introduced, and it turned into the final member of the Paso family although the Paso name had been dropped and did not appear on the bike. The 907i.e. replaced the 906 and featured Weber-Marelli fuel injection (i.e. for iniezione elettronica). Once installed the bike began to sing! Other significant upgrades included larger diameter, fully floating front brake discs; 17" diameter, three-spoke alloy wheels; and four-pot Brembo brake calipers. Further changes for 1992 (the final year of production) included a more comfortable seat, larger front discs and Brembo Goldline calipers.
001575 is an original example that has been well cared for its whole life. Early on it was fitted with a two-into-two Fast by Ferracci exhaust and a Corbin seat. Today the paint is barely distinguishable from new, tank, bodywork and wheels. Perfection is spoiled by only a small flaw: the bike barely tipped onto the garage wall and nicked the left side mirror casing and the fairing side in two places. Repair is thought to be very easy. Currently installed is a Givi top box on a sturdy mounting frame (with key) that can be readily removed without damage, should a new owner wish to return to the full-sport-bike stance.
Last registered through February 2009 it has been unused since that date but stored, covered in a climate controlled residential garage. A new owner would be wise to run through all the necessary maintenance and safety checks before hitting the open road.
A low mileage 907i.e. in this condition is a rare animal. Only 2,300 odd were built in total, of which a fraction of which came to North America.
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1992 Ducati Paso 907 I.E
Frame no. ZDM1MB4NXNM001575
Engine no. MB4N001465
• Rare, matching numbers example
• Believed 7,305 miles from new
The Paso was designer Massimo Tamburini's sport tourer commissioned on behalf of the Castiglioni brother's Varese-based Cagiva, to be badged 'Ducati', the brand they had just taken over. The Paso 750 launched in 1986.Their previous arrangement was for Ducati to supply 'Pantah motors' – the Fabio Taglioni-designed, belt-drive desmo v-twin – to be installed in Cagiva-branded bikes, and for Ducati to give up 'complete' motorcycle manufacture. Tamburini was asked to design a standout motorcycle – a goal he clearly met. Regrettably, the fully enclosed design – chromoly square-tubing frame and top quality cycle parts notwithstanding - was not popular. However, popularity has nothing to do with the quality within. The Paso was a truly excellent riding machine once the carburation was fixed... The early bikes had a reversed rear cylinder head so that an automotive-type, single two-barrel Weber carburetor could be used, justified at the time to meet noise and emissions regulations. The Weber carburetor didn't make any friends and aftermarket fixes proliferated on the few that were sold. The real answer, however, was fuel injection.
It was 1990 by the time the 907i.e. (actually 904cc) was introduced, and it turned into the final member of the Paso family although the Paso name had been dropped and did not appear on the bike. The 907i.e. replaced the 906 and featured Weber-Marelli fuel injection (i.e. for iniezione elettronica). Once installed the bike began to sing! Other significant upgrades included larger diameter, fully floating front brake discs; 17" diameter, three-spoke alloy wheels; and four-pot Brembo brake calipers. Further changes for 1992 (the final year of production) included a more comfortable seat, larger front discs and Brembo Goldline calipers.
001575 is an original example that has been well cared for its whole life. Early on it was fitted with a two-into-two Fast by Ferracci exhaust and a Corbin seat. Today the paint is barely distinguishable from new, tank, bodywork and wheels. Perfection is spoiled by only a small flaw: the bike barely tipped onto the garage wall and nicked the left side mirror casing and the fairing side in two places. Repair is thought to be very easy. Currently installed is a Givi top box on a sturdy mounting frame (with key) that can be readily removed without damage, should a new owner wish to return to the full-sport-bike stance.
Last registered through February 2009 it has been unused since that date but stored, covered in a climate controlled residential garage. A new owner would be wise to run through all the necessary maintenance and safety checks before hitting the open road.
A low mileage 907i.e. in this condition is a rare animal. Only 2,300 odd were built in total, of which a fraction of which came to North America.
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Estimate
Time, Location
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