Ultra-rare, Britten-inspired Ducati from Dan Benson…
In 1997, Ducati introduced the 916 SPS (Sport Production Special) to homologate their larger 996cc engine for World Superbike (WSBK) competition. The SPS boasted a reinforced crankcase, wider cylinder spacing to accommodate the larger bores, fully adjustable Showa forks, and an Öhlins rear shock absorber among other upgrades. The 916 had already cemented itself as a superbike icon, and the SPS took the legendary machine to another level.
“Making 23 bhp more than the standard 916 and weighing a good chunk less, this track-inclined reprobate was born with the intent to give Ducati’s riders the edge they needed to lift titles. Which ultimately means that it is a race bike for the roads.” –Fast Bikes
With just 1462 units produced — and most of them sold to race teams — the 916 SPS is highly coveted among Ducatisti, a true desmoquattro unicorn.
Enter our buddy Dan Benson, a lifelong Ducatista who raced a 748 and 996 in the Superbike and Thunderbike classes around New England, operating out of his home base in Rhode Island.
“My race experience brought with it not only track time but wrench time focused on weight, power, and handling. These days I have been buying all my old bikes back and restoring them while trying to work and raise my kids.”
Even before his own racing days, Dan knew someone who raced an ultra-rare 916 SPS in the Loudon Road Race Series (LRRS), which operated out of New Hampshire Motor Speedway.
“He would have his bike serviced at a friend’s shop which I would frequent. On a few occasions I would see his 1996 916 and later his 1998 916SPS and would essentially sit and stare at the bike.”
After the bike’s racing career ended, it was left out in the cold for two decades…filled with water instead of coolant. The beat-up bike and cracked engine ended up in the hand’s of Dan’s friend Vic, who later sold it to Dan to resurrect.
“Being a racebike, it came to me with no plastics at all; the only things retained from the initial bike are the rear subframe, ECU, and bottom end of the engine. As with a few of my other builds, I like resto-modding bikes that have a history to me so this bike was an itch to scratch.”
The modifications are very, very extensive. The bike is now running a 2001 996 frame with 1998 SPS aluminum subframe, Monster S4R tubular swingarm, Öhlins R&T FG43 forks with billet triples, Öhlins 999 rear shock, HyperM forged wheels, and upgraded brakes.
The engine was rebuilt with 916 SPS cases, titanium rods, lightened crank, 996 heads and jugs, SPS cams, aluminum flywheel, close ratio transmission, and slipper clutch. The 130-bhp beast breathes through custom headers and 1098 silencers. Then there’s the paint, which most of you likely noticed before anything else — a nod to one of the greats.
“The colors were drawn from my love of the Britten V1000; John was a hell of a risk taker… I love the 80s colors and love the effect it will have on all the red lovers out there.”
Dubbed the “BritDuc” for its Britten-inspired colorway, this reborn SPS is an absolute weapon on the street. Dan calls the power “atrocious,” though the slightly longer swingarm helps immensely with the ride.
“With the 1098 cans and SPS cams, she sounds like a 4-stroke twin dirt bike, and without a crossover, you get a left-right sound like the old 750 / 900SS Bevels. The close ratio trans is a challenge on the street but a godsend when hammering known backroads.”
Kudos to Dan for bringing this rare Italian thoroughbred back to life. Surely the prismatic colors will be polarizing, especially for the purists in the audience, but we love them and so does Dan…and he doesn’t care what anyone thinks. To us, the livery gives the bike the look of an actual race bike on the street, which was the concept of the Sport Production Special from the very beginning.
Below, Dan gives us the full story on the project, along with a full build sheet.
Ducati 916 SPS: Builder Interview
• Please tell us a bit about yourself, your history with motorcycles, and your workshop.
My motorcycle experience has been a classic example of brand impression and how it can be ingrained in a young person and stay with you for life. For me, Ducati was the only brand and my first bike was a water-cooled Paso 906. At the age of 19 I bought an 888 SPO and was bitten hard by water-cooled, 4-valve bikes and never looked back.
Between 2003 and 2006 I was racing locally in New England running Super and Thunderbike classes on a 748 and later 996. My race experience brought with it not only track time but wrench time focused on weight, power, and handling. These days I have been buying all my old bikes back and restoring them while trying to work and raise my kids.
• What’s the make, model, and year of the donor bike?
1998 Ducati 916 SPS race bike. Never titled, only tracked for about 300 miles.
• Why was this bike built?
This bike was owned by a fellow I knew and watched racing at LRRS in New Hampshire during my late teens. He stopped racing and the bike was stored (badly) for twenty years. It ended up in the hands of a closer friend who was willing to part with it and I had the itch for a gigantic project.
Being a racebike, it came to me with no plastics at all; the only things retained from the initial bike are the rear subframe, ECU, and bottom end of the engine. As with a few of my other builds, I like resto-modding bikes that have a history to me so this bike was an itch to scratch.
• What was the design concept and what influenced the build?
The DocR (an earlier build of mine) showed how great the SBK chassis can be with a longer swingarm; I thought it would be fun to have a fully-faired SBK with the better look of a tubular swingarm, paired with great suspension and braking.
• What custom work was done to the bike?
Where to begin! Frame replacement (996 SPS), Monster S4R swingarm, Öhlins R&T FG43, radial brake, billet lower and upper triple, Öhlins 999 rear shock, HyperM forged wheels, alum flywheel, 1098 Arrow Slipons, custom headers, DP slipper clutch, Motogadget gauge, Brembo radial masters, and 100MM front calipers.
• Does the bike have a nickname?
The Britduc. The colors were drawn from my love of the Britten V1000; John was a hell of a risk taker.
• Any idea of horsepower, weight, and/or performance numbers?
With SPS cams, 996cc’s, Ti rods, and no flywheel, this bike is pushing roughly 130hp crank. The exhaust is costing me 5%.
• Can you tell us what it’s like to ride this bike?
As with the era, this bike is like riding a 2×4. The longer swingarm is a welcome change to my lower back but you are all on the wrists all the time. With the 1098 cans and SPS cams, she sounds like a 4-stroke twin dirt bike and without a crossover, you get a left-right sound like the old 750 / 900SS Bevels. The close ratio trans is a challenge on the street but a godsend when hammering known backroads.
• Was there anything done during this build that you are particularly proud of?
The entire project was a massive money suck, so I am just proud that it is finished. I am proud to have taken an important 916SPS motor that was left in the cold with water as coolant and a crack in the heads, jugs, or both and returned it to working order. Recommissioning these old motors is not easy and I am shocked it played out. In the end, I love the 80s colors and love the effect it will have on all the red lovers out there.
• Is there anyone you’d like to thank?
My wife for not killing me. My friend Vic for selling her to me (I paid him more than it was worth!). Sean at SR Customs in PVD RI for the paint work, Tim at Superbike Services 44 in New Hampshire for the suspension work and guidance, Clinton at Duffy’s in NPT RI for the head work required to get this engine running.
Build Specs
Frame and subframe: 2001 996 frame, 1998 SPS aluminum mono subframe, Monster S4R swingarm
Engine: Cases 916SPS, close ratio trans, Ti Rods, lightened crank, Jugs 996, Heads 996 with 916SPS cams
Tank: 2002 998
Front suspension: Ohlins FG43 SBK fork with 100MM radial mount. Ohlins billet lower triple, speedymoto billet upper
Rear Suspension: Ducati 999 Ohlins
Steering Damper: Ducati 996 Ohlins
Front Brakes: Brembo Radial master / Ducati 1098 monoblock calipers / 749/999 15MM Brembo Full floating.
Rear Brakes: Ducati 999 Master / Ducati 999 rear caliper
Clutch: Brembo Radial master / Ducati 996 Slave / Ducati Performance 6 spring Slipper
Wheels: Ducati HyperM Marchesini forged wheels
Exhaust: Ducati 1098 Arrow Aluminum slipons, custom headers
Tail: 916 mono
Nose and side fairings: OEM 916/996
Paint
Body: Porsche Albert Blue
Number plates: RAL 1003 (Prismatic Powders)(matching rocker and link powder)
Rocker / Link: RAL 1003 (Prismatic Powders)
Frame: Passion Pink (Prismatic Powders)
Wheels: Skiers Blue (Prismatic Powders)
Follow the Builder
Web: db.ibenson.com
A full writeup of the build is available at db.ibenson.com/index.php?title=BRITDUC
Huge fan of Britten and his accomplishments. Can’t stand the Pepto Bismol pink.
Now, the bike is technically very interestig and the build well executed. Overall a great looking machine! But the pink frame is rather a mather of taste…
What a beauty. Perhaps because I was riding in the eighties, the pink doesn’t bother me.
Is now a bad time to remind him that a Britten wheelied past a Ducati works factory bike during a race?
…and, I like this project. Cool combinations and the color.
Love the bike and the colors! However, my back and wrists would have a few choice words for me after a few minutes!!