The Ferrari Motorcycle That Nobody Remembers
Everyone knows Ferrari as the four-wheeled behemoth it is today, but while similar brands like Aston Martin and Lamborghini have branched out into two-wheeled machines like the AMB002 and Ducati Panigale V4 Lamborghini, Ferrari have stayed steadfast in their commitment to cars. So why is there a motorcycle that bears the Ferrari badge, and why does it have the official approval of Piero Ferrari himself?
Ferrari Has Always Been About More Than Just Road Cars
From its start in 1939 and its first car in 1947, Ferrari has always been more than just an exotic car manufacturer. It’s a brand inexorably linked to Italian passion, performance, and automotive purity, whether in road cars, Formula 1, Grand Tourers, or anything else it turned its hand to. It’s responsible for some of the most beautiful things on four wheels, from the 250 GTO through to the F40 and, more recently, the SF90 Stradale. But while it’s stuck to four wheels, that doesn’t mean it has no ties to two-wheeled machines.
Founder Enzo Ferrari was an amateur motorcycle rider and, before he created one of the most famous car brands in the world, he actually ran a motorcycle racing team. It only ran between 1932–1934 but, largely using prepared British Rudge motorcycles, Scuderia Ferrari actually took over 40 victories and three Italian national titles.
But with the Great Depression looming and technology changing, the motorcycle program gave way to cars and Ferrari’s two-wheeled endeavors fell dormant. At least, they did until a time when the motorcycle industry was in a much more experimental phase.
The 1990s Were A Time For Exotic Motorcycles
Unusual motorcycles were very much in fashion by the 1990s. Large manufacturers like Honda were pushing the superbike into a new era with bikes like the NR750, which used oval pistons and a carbon fiber body to put it firmly within the exotic category. Bimota took a different approach with the Tesi 1D, which replaced the traditional front forks with hub-centered steering.
There was also the Britten V1000. Built in tiny numbers in New Zealand by engineer John Britten, just about everything was radically different and designed to improve speed and handling.
These bikes showed that there was plenty of room for independents and smaller manufacturers to make their mark in the motorcycle scene, trialing ideas that larger brands would avoid. It gave British engineer and MV Agusta specialist David Kay the opportunity to begin working on an ambitious personal project that combined a love of Italian motorcycles and one particular Italian brand, and which would produce something truly unique.
The Ferrari 900 Was A One-Off Motorcycle That Ferrari Actually Approved
With the proportions and mechanical layout of an exotic Italian superbike, you’d possibly think that the Ferrari 900 was a Ducati, or an MV Agusta if you’re really into your bikes. You would be wrong on both counts, though, as the 900 is a bona fide Ferrari. Well, kind of. See, while the bike does wear the famous Prancing Horse of Ferrari, and comes in a resplendent red, it’s not some ill-fated concept or shed-built homage. It’s the handiwork of David Kay. And that Ferrari badge is legitimate, and approved by Enzo’s son Piero. But let’s look at the bike first.
To start, there’s the 900cc air-cooled inline-four with DOHC and a five-speed gearbox. This engine was completely scratch-built by Kay, with magnesium and alloy casings. It produced around 105 HP and, by Kay’s estimates, could power the bike up to 165 MPH. Not exactly shabby. It was helped in this by a lightweight frame made from Reynolds 531 tubing (which is most commonly associated with bicycles) and hand-formed aluminum bodywork, keeping dry weight down to just 379 lbs. Brembo brakes provided the stopping power.
The styling was distinctly Italian, and had more than a hint of Ferrari. The red paint and Prancing Horse are obvious references, but look a little further and you’ll see more. Underneath the seat are some vents/strakes reminiscent of the Ferrari Testarossa. The rear lights were “Frenched-in”, echoing Ferraris that had gone before it. The fairing and tank were designed as one long, flowing line that emulated a Ferrari sports car. This was a bike that had considerable thought and planning put into it, and that showed in every element. And, as you’d expect, this wasn’t an easy task.
The project reportedly took around 3,000 hours across five years to complete, far beyond anything that would typically come off a production line. But with so much of this one-off bike being hand-made and scratch-built by an independent constructor with no input from Ferrari, how was it allowed to earnestly wear the Ferrari badge? That comes from Kay himself.
Kay had conceived the bike as a tribute to Enzo, acting on his own volition and with no input from Maranello. But he wanted to create something that honored Il Commendatore, and the racing heritage associated with the brand he created. So Kay wrote to Piero Ferrari — Enzo’s son — with his intentions, seeking his blessing. He received a handwritten letter back bestowing him with it, and thus the project would be official. It would never be a factory bike, but the Ferrari 900 would be the only bike to ever legitimately wear the Prancing Horse.
The 900 Looked Like A Ferrari, But Could It Ride Like One?
While the 900 certainly looked the part, it’s not entirely clear how well it performed. That’s because the bike was built primarily as a tribute and an exhibition piece rather than something to be properly ridden. And when you take into account both the incredible rarity and exhaustive construction process, it’s not hard to see why it wouldn’t have been thrashed around a circuit.
While it was never properly ridden, there are some clues about how it might perform. The aforementioned 105 HP, 379 lb dry weight and 900cc engine would put it firmly in the region of bikes like the BMW F 900 GS, Yamaha MT-09, or KTM 890 Duke R — all fast, fun, incredibly popular bikes — while contemporaries would have been bikes like the Honda CBR900RR Fireblade (which has a bit more power and a bit more weight). So it probably would have been a bit of a handful. Kay did claim that the bike sounded like “a Messerschmitt chasing a Spitfire”, which only adds to the bike’s already impressive legacy and makes us want more.
The Ferrari 900’s Legacy Is Bigger Than Its Production Run
Unfortunately, the 900’s considerable rarity and unmatched backstory wasn’t enough to shift it for the price(s) it was initially valued at. It failed to reach its £180,000 ($238,140) estimate at auction in 2008, and it unsurprisingly went unsold when it appeared on eBay for £250,000 ($330,725). It did sell for £85,000 ($112,438) in 2012, going into a private collection to be protected rather than ridden.
The Ferrari 900 never became a full production bike, but it was never meant to be one. It was always a faithful, honest, incredibly detailed tribute to a man who gave so much to the automotive world, and which exists in the same way that he did: as a one of one. Piero recognized this, and decided that Kay’s creation was a fitting homage long before the Ferrari Enzo ever existed to commemorate his father. And that’s the bike’s true legacy.
Sources: Collecting Cars, CarBuzz
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