Ducati Desmosedici RR

DUCATI DESMOSEDICI RR: THE ULTIMATE DUCATI EXPERIENCE

The dream of a true GP replica has finally come true and the Desmosedici RR will be the first-ever road-going motorcycle to offer such a stunning wealth of performance and technology that comes directly from Ducati's experience in MotoGP. The RR derives from the Ducati Corse Grand Prix racing Desmosedici GP6, the same bike with which Loris Capirossi and Sete Gibernau competed with in the 2006 MotoGP World Championship.

The body design and the aerodynamics faithfully reflect the Desmosedici GP6. The colour scheme, the fittings, the materials used in its construction as well as the technical features of the powerful four-cylinder desmodromic engine built by the Borgo Panigale factory engineers, leave no doubts whatsoever: the Desmosedici RR is the ultimate expression of the most extreme MotoGP racing machine today.

This is the new frontier of Ducati technological EVOlution, a dream come true, demonstrating once again the courage and the passion of Ducati, as well as the ability to transfer the experience of the racing world to a machine that is destined for road use.

PRODUCTION AND DELIVERY SCHEDULE
Reservations for the Desmosedici RR have been accepted via the official Ducati dealer network since 2 June 2006 and will continue to be taken until 31 December 2007. Production will begin in October 2007 and first deliveries will be made to 999R owners who placed their Desmosedici RR order before 30 September 2006. Production of all remaining orders will be completed by December 2008.

TWO MORE AWARDS FOR THE DESMOSEDICI RR ON THE INTERNET
The Motorcycle Bloggers International (MBI), the international association of motorcycle bloggers, has awarded the Ducati Desmosedici RR the “Best Concept Motorcycle” of 2006 and “Object of Lust”, making this bike known as the most desired bike of all time. These awards add to the long list of honours for this model, confirming the great success of Ducati’s “new creature”.

Features and Benefits:

Vehicle
The engine clearly represents the beating heart of this fantastic motorcycle, but the technological advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined components, and a superb carbon fibre body. This is a motorcycle that is destined for an expert rider, someone who is always looking for extreme sporting performance, as well as being an exclusive, esoteric, reliable product that is more than capable of track racing.

The colour scheme of the Desmosedici RR was the work of Alan Jenkins, the designer and one of the men behind the Desmosedici MotoGP, who was also responsible for the aerodynamics package which is aimed at achieving maximum speed and excellent handling. The bike is totally inspired by the racing machine, the Ducati Desmosedici GP6, from which it inherits all the aggressiveness of its lines. It is fitted with a new lightweight multifunction dashboard, developed in collaboration with Ducati Corse, the same one that has been fitted to the racing machine, the Desmosedici GP7.

Desmosedici-style digital instrumentation is taken from Ducati's MotoGP GP7 project. This pure racing, minimalist solution by Digitek has no switches or buttons to compromise its clean lines. The wide screen allows the rider to read six values at the same time and to scroll through and select from various menus by handlebar-mounted switch gear.

Activating the Ducati Data Analyser (DDA) riders are able to acquire up to 2MB of data (approximately 3.5 hours). The system records several channels of data including: vehicle speed, engine rpm, throttle opening, engine temperature, distance travelled, laps and lap times. So riders are able to compare, analyse and get an inside view of the Desmosedici RR performance.

The bike's development could not have been made possible without the significant collaboration of Vittoriano Guareschi, the official Ducati Corse tester, whose riding abilities and hundreds of hours of track time have made a fundamental contribution to the EVOlution of the project.

For the first time the Ducati Desmosedici RR uses a new welded tubular steel trellis hybrid frame (ALS 450) with the frame geometry that is the same as that of the Desmosedici GP6.

This construction guarantees an excellent stiffness-to-weight ratio, allowing superior manoevrability and riding precision. Attached to the red frame is the rear seat support in high temperature resin type carbon fibre. This material, normally used only on racing bikes, has the characteristic of being extremely lightweight but exceptionally rigid.

The Desmosedici RR sports a new extra-long, cast, forged and pressed aluminium alloy swingarm. The geometry and the technology of this component derive directly from the MotoGP bike, and give the RR a high level of traction, and excellent weight distribution as well as a superb stiffness-to-weight ratio.

In the suspension department the Ducati Desmosedici RR features the most advanced technical components.

The rear suspension geometry and layout is the same as that of the GP6, with the rear shock attached above the swingarm and to a rocker, which is hinged to the crankcase.

The front suspension features 43 mm upside-down Öhlins FG353P pressurized forks (PFF), with TiN coated sliders. The forks, which come directly from competition use, as well as being pressurized thus ensuring excellent track performance, are fully adjustable in preload, rebound and compression. The rear shock is also Öhlins and has rebound, low/high speed compression adjustment and hydraulic preload adjustment. For the first time ever, this Ducati production motorcycle features Marchesini forged and machined magnesium alloy wheels, with a 7-spoke design as on the GP6. This helps to reduce unsprung weight and inertia, all the while improving handling and suspension response. With the aim of producing the ultimate track performance, Ducati and Bridgestone have developed special tyres for the Desmosedici RR. The tread pattern, construction and profile are being specially developed and produced by the Japanese tyre manufacturer.

The numerous racing components of this high-performance machine also include its Brembo brakes. Up front the Desmosedici RR features a new pair of radial 'monoblock' callipers with four 34 mm pistons: monoblock technology, until now only used for racing callipers, allows calliper stiffness to be increased, thus improving braking response; the front brake system is completed by a radial master cylinder, with hinged lever and remote 'quick' adjuster that enables the right brake lever position to be found during the ride. The pair of front brake discs are two semi-floating 330 mm x 5 mm discs, with machined flange. The Brembo rear brakes are made up of a 240 mm fixed disc and a calliper with two 34 mm pistons. The Desmosedici RR's new exhaust system has been specifically developed to deliver the best power and at the same time to ensure road riding pleasure. Significantly lighter, it has been engineered with a power-increasing 4-2-1 layout that uses 42mm diameter tubing with wall thickness of 0.8mm (.030in) AISI 309. The new exhaust system is equipped with a pass-by valve and ends with a silencer incorporated in the rear tail that features two exhaust exits to vertically release the exhaust gas. The upper part of the rear tail combines a ceramic carbon fibre cover, the same solution as single-seater F1 cars.

The Desmosedici RR will be available with a special race kit that includes a 102 dB racing exhaust, a dedicated CPU, bike cover and paddock stand. Two versions of the RR will be available: 1) the Desmosedici RR - painted in 'Rosso GP', with a white number plate on the tail section; 2) the Desmosedici RR 'Team Version' - painted in 'Rosso GP', and as with the factory Corse bikes, this has a broad white stripe on the fairing. A team sponsor decal kit will be provided with each bike.

For this exclusive Ducati, a new dedicated service plan is included. Each Ducati Desmosedici RR owner can benefit from a three-year warranty and three years of scheduled maintenance, free of charge.

ENGINE

With a power output of 200 HP at 13,800 rpm and a torque of 11.8 kgm at 10,500 rpm, the new D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of engineering and precision.

Bore and stroke measurements are the same as those on the D16GP6 - 1000 cc (86x42.56), as are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres and pulse timing, which uses the Twin-pulse solution applied on the racing engine.
As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine.
As is the tradition at Ducati, the 90° angle between the cylinders is maintained.

This authentic copy of the GP engine is further endorsed by the use of a cassette type six-speed gearbox and hydraulically actuated dry multi-plate slipper clutch.

The aim of producing a light but reliable engine has led not only to a component design of unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials. The crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and alternator casing are made of sand-cast magnesium, technologies that match the lightness of these alloys with the greater mechanical strength expected from structural components. The oil sump, cam covers and clutch cover are made by pressure die-casting magnesium alloy, a technology that allows significant thickness reduction on non-structural components.

A look inside the engine shows how the quest for high performance has led to the utilisation of racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight. Lightened through finite-element simulation (FEM), the timing gears are arranged according to a pattern highly similar to the one used in the GP engine.The piston has the classic high-performance engine architecture, with double ribbed undercrown and a compact combustion chamber that brings the compression ratio to 13.5.

The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision machining of a single piece of forged steel. The cone-shaped end of the crank-webs maximises the use of the available space below the piston bosses and optimises crankshaft assembly balance.
The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining, and the crankcase halves' separation layout is the same as on the GP engine. The oil pump is of the trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement.

Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole 'microjet' above-throttle injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a straight, plunging intake port configuration.

Like its GP counterpart, the engine acts as a connector between the chassis and the rear swingarm/suspension, thus playing an essential structural and stiffening role.

This road-going MotoGP bike offers outstanding performance: when in its racing configuration, that is, with the kit consisting of the supplied racing exhaust (102 dB) and control unit, it can reach a maximum power of 200 HP.

With its catalysed exhaust system, the Desmosedici RR, type-approved for on-road riding, is compliant with Euro 3 emissions standards.

Data obtained with exhaust open.

Review

Ducati has always had racing in its blood. And whenever you think of the term "homologation special" as it applies to motorcycles, the factory from the Borgo Panigale district of Bologna, Italy, always comes to mind-first and foremost. The company has a long history of building limited production versions of its high performance sportbikes whose main purpose is to legalize the usage of certain parts for sanctioned racing.

So when the Desmosedici RR project was officially announced at World Ducati Week at the Misano circuit in '04-and then the final production version of the bike unveiled at press day for the '06 Italian Grand Prix at Mugello-there was plenty of surprise and awe. But beneath all that was almost an element of expectancy; sure, the Japanese could just as easily build a road-going replica of their MotoGP machines...but Ducati is the only manufacturer that would, and make it as close to the real thing as possible. The terms "passion" and "pride" are often a bit over-used in describing Italy's relationship with its motor vehicles, but the Desmosedici RR is the perfect example of why those two words really do apply to the people who work at Ducati.

Desmosedici Myths Debunked
A common belief regarding the Desmosedici RR is that it owes its existence to MotoGP switching to the 800cc format in '07, thus forcing Ducati to build a completely new racebike and making much of the 990cc GP06 Desmosedici MotoGP machine obsolete, eliminating concerns about some proprietary technology becoming "declassified" after appearing in a for-sale-to-the-public production version. Not so, according to the upcoming David Bull Publishing book, "Ducati Desmosedici RR" by Chris Jonnum (see sidebar). In fact, when then-Ducati Corse CEO (now Ducati Product Director) Claudio Domenicali, then-Ducati Corse Technical Director (now Ducati Corse General Manager) Filipo Preziosi, and then-Ducati MotoGP Product Manager Livio Suppo prepared their presentation for entering MotoGP to then-Ducati CEO Carlo Di Biagio back in '01, the business plan included producing a race replica as a way of helping finance the endeavor. The Desmosedici RR engine was already well into the pre-production stage by '04, long before the idea to drop MotoGP to 800cc displacement was even floated.

Another mistaken belief is that the engine in the Desmosedici RR is literally a carbon copy of the powerplant from the GP06 Desmosedici MotoGP machine; just detuned to lengthen the lifespan of its parts and make its performance more accessible to mere mortals, along with an alternator and electric starter grafted on. In reality, however, the only parts shared between the two engines are the cylinder head base bolts. The RR engine and its entire mechanical makeup was designed specifically for its production purpose, and is not just a conglomeration of parts made from the same castings as the MotoGP engine.

Don't misunderstand though-the D16 RR powerplant is indeed a very, very close replica of the GP06 engine, right down to its "Twin Pulse" firing order crankshaft. In fact, when the MotoGP racebike switched to this format in '04, it forced the engineers responsible for the D16RR to drop the standard firing order prototypes they'd already made and follow suit because of Ducati's desire to make it as close to its racing cousin as possible. The D16RR engine has the same architecture (90-degree Vee angle, 86 x 42.56mm bore x stroke, 25-degree included valve angle, gear-driven desmodromic valve actuation, etc.) and many parts using the same materials and vendor; for instance, the titanium rods are made by Pankl, just as with the MotoGP bike, and have the same journal diameters and eye-to-eye length. The sand-cast engine cases split horizontally just like the MotoGP unit, along with an extractable cassette transmission that is faithful in nearly every way to the racebike's-only with beefier gears and shafts to ensure durability on the street.

Space considerations with the street-going D16 meant that some portions of the MotoGP design couldn't be used. One example is that the MotoGP engine uses a dry-sump oil lubrication system, but the D16RR uses a conventional wet sump setup. The reason? There wasn't enough room for the dry sump system's separate oil tank. Engine packaging and maintenance concerns also forced the relocation of the water pump from its racebike positioning on the right side between the cylinder banks to the left side below the alternator, forcing engineers to make some innovative yet elegant designs in order keep the engine narrow for Ground Clearance. The D16RR engineers were allowed just 1cm extra width on each side compared to the MotoGP engine, an enormous task considering the added parts (such as the alternator, battery and supporting wiring, starter motor) that also added bulk.

Think about that for a minute: a comparatively small company with limited resources had to design and produce an engine that-although very closely based on a proven racing unit-was basically built from scratch. And many of the specialized components had to be produced by skilled vendors who were accustomed to making small batches for race teams. These engines had to pass all necessary emissions and noise standards, yet produce serious horsepower, all while being built in numbers that require some mass production techniques. The words "incredibly ambitious" come to mind, yet Ducati pulled it off masterfully.

Packaging concerns with the D16RR engine meant the water pump had to be repositioned below the alternator cover (instead of between the cylinder banks as on the MotoGP engine).

The steel-tube trellis chassis has also been mistakenly reported to be exactly like the GP06 racebike's frame. Like the engine, while the chassis uses the same design with the front subframe attaching to the front of the engine along with the aluminum swingarm in the rear pivoting directly in the engine cases, there are subtle differences in each component that were made in order to better suit the D16RR's different performance demands. These changes were arrived at after extensive testing with riders of varying skills.

The Desmosedici RR also permitted Ducati to let its loyal suppliers showcase their respective strengths. For example, the D16RR is the first production bike to utilize Öhlins' GP-spec FG353P gas-pressurized inverted 43mm fork, a very specialized component that usually costs over $10,000 (and is only made available to favored race teams). The D16RR is also the first production bike to be equipped with forged magnesium wheels, with Marchesini supplying special units that have been subtly beefed up in order to meet the durability requirements for street use. Even the tires are specific to the D16RR, with Bridgestone providing new BT-01R "Uno" radials that were specially developed with the bike during its prototype stages.

(Our thanks to Chris Jonnum and David Bull Publishing for letting us take a pre-release look at their upcoming book, "Ducati Desmosedici RR", from which much of this technical information was gleaned. -Ed.)

Because there is no frame for the footpeg brackets to attach to (the swingarm pivots directly in the engine cases), the brackets attach to the self-supporting carbon fiber seat/tail-section. That they work without excessive flexing is a very impressive engineering and production feat.

Desmosedici, You're Up
Climbing aboard the D16 reveals a fairly stretched-out riding position, with a long reach to the low-set clip-ons-basically the same as the GP06 MotoGP racebike I rode back in November of '06 ("Full Speed Ahead", April '07), in keeping with its MotoGP replica intentions. The Ducati Performance self-supporting carbon tailpiece has a racebike-style saddle as well; firm, one-inch-thick seat foam is basically there to keep your posterior planted and provide good chassis/rear tire feedback, and nothing else.

Turn the key, and the Marelli LCD dash quickly goes through its diagnostic check while the whir of the fuel pump signals its pressurization of the fuel system. The starter will not engage until the various engine parameters are met, which takes a few seconds. Then once the starter engages, the D16 requires just a smidge of throttle to light off properly, at which point you are met with a ferocious bark from the dual exhausts (our bike was fitted with an exquisitely crafted titanium Ducati Performance exhaust that features one canister protruding out the rear of the tail section, and one exiting beneath the right footpeg, just like the GP06) along with a blizzard of mechanical noise from the valve train. This is definitely no refined and restrained streetbike-the mechanical noise alone sounds like it would be enough to fail the EPA sound test.

The instrument panel and mirrors are basically the same as current 1198 models. Note the front brake free-play takeup adjuster cable running just in front of the top triple clamp.
Clicking the D16 into first gear reveals very little of the transmission clunkiness you usually find in conventional streetbikes; you only feel the slightest take-up of drivetrain lash, and clutch pull is much lighter than the V-twin desmos. The dry slipper clutch is also thankfully more robust than the units on the V-twins, with little of their grabby and noisy characteristics, even during aggressive launches.
 

The D16 runs a little rough just off the bottom, likely a by-product of the single injector per cylinder setup. In order to have sufficient fuel flow at high rpm for a 170-horsepower engine, a large capacity injector must be used; this compromises its ability to control fuel flow at lower rpm where precise delivery is required for smooth running. The engine quickly clears its throat once past the 3000-rpm mark however, revealing a powerplant with plenty of midrange grunt, despite its very oversquare bore/stroke dimensions. The torque curve is fairly smooth up to 9500 rpm, and we're sure plenty of D16 owners will happily troll around this section of the powerband in perfect bliss at how user-friendly its engine is.

The Öhlins PRXB single-tube rear shock has a huge 46mm piston that enableos it to provide better and more consistent damping. The fully adjustable (rebound and high/low-speed compression damping, plus hydraulic spring preload) shock would normally cost more than $1000, and has been used on many World Championship-winning bikes. Linkage ratios are identical to the GP06 MotoGP machine.

Let the revs climb beyond that point at anywhere near full throttle though, and the beast within quickly surfaces. In the span of just 1000 rpm, the D16 explodes from a docile 116 horsepower to an attention-getting 139 horsepower, and power continues building exponentially from there as the desmo V-four ravenously dEVOurs the upper portion of the rpm scale. Spec chart mavens are probably scoffing at the 169.8 horsepower peak reading from our Superflow Windyn dyno chart, but what that doesn't take into account is how quickly the engine revs, plus the fact that it weighs 425 pounds with lightweight magnesium wheels with less rotational inertia (easier to spin faster-as in accelerate). One need only look at the D16's scorching 9.49 second at 152.80 mph quarter-mile time-which could've been much quicker had we not been so wary of abusing the Ducati's expensive clutch and performed some chassis tweaks such as lowering, tire pressures, etc.-to get an idea of its accelerative prowess.

Thankfully the chassis and running gear are up to task of harnessing that power. The race-spec Öhlins suspension handled all manner of bumps and dips that the Infineon circuit could dish out-provided both ends were set up correctly. Our first session was a fitful group of laps that had us chattering and bouncing our way around the track, making us even more paranoid about possibly skittering a $90K-plus motorcycle down the track on its side.

Luckily, former AMA Pro Thunder class champion (as well as successful Ducati dealership owner and official Ducati North America tech maven) Jeff Nash was on hand to help us get near a suitable ballpark setting. The Öhlins FG353P fork follows the current MotoGP spec of having each fork leg handle rebound or compression damping exclusively, with the left fork leg handling compression and the right fork leg dealing only with rebound. Unfortunately, it appeared that the previous group who tested the D16 mistakenly thought the adjusters were the conventional variety, resulting in both ends of the compression damping being far too stiff. Nash softened up the suspension considerably, providing a much more stable and compliant ride that allowed the Ducati to more readily display its surprisingly agile steering characteristics despite its 56.3-inch wheelbase.

The Desmosedici's extra-long 21.75-inch swingarm is constructed out of cast, forged, and pressed aluminum sections and weighs just 12 pounds; its overall geometry and linkage ratios are lifted directly from the GP06 MotoGP bike. Bridgestone rubber was specially developed with the 6.25 x 16-inch Marchesini magnesium wheel to replicate the profile of the 16.5-inch rubber that is now standard in MotoGP.

Turn-in and major directional changes on the D16 are far easier than the vast majority of sportbikes, and flicking the bike from full lean on one side to the other in slow or fast chicanes requires less effort than you'd expect. Besides the well-balanced chassis, surely helping in this regard are the Marchesini magnesium wheels that have less gyroscopic effect. The extensive suspension adjustability surely doesn't hurt either; for example, rear ride height can be easily altered by turning the exposed top shock mount bolt on top of the swingarm.

Handling the task of scrubbing off all the speed generated by the engine and chassis are the same brakes found on the 1198 series V-twins. Huge 330mm discs are clamped by Brembo's latest radial-mount/four-piston M4 monobloc calipers sporting 34mm pistons, all actuated by a Brembo radial master cylinder providing unrivaled stopping power and feel. A nice MotoGP-style touch is the manual brake free-play adjuster on the left clip-on bar; continuous very aggressive braking over the course of a race wears pad material and causes the calipers' aluminum pistons to expand, changing the brake lever free play and travel. Turning the adjuster knob immediately takes up this free play, allowing the brakes to feel more consistent.

Unfortunately, all this engine/chassis competence exposes the one weak link in the D16: the tires. The BT-01R "Uno" tires were developed specifically for the D16 by Bridgestone, with the 6.25 x 16-inch rear wheel sizing chosen to provide the correct tire profile that more closely replicates the 16.5-inch rubber that is common in MotoGP. While the BT-01R tires are fine for street use, they never really came to grips-literally as well as figuratively-with track usage. The Bridgestone's only average edge grip-coupled with the D16's tremendous power-contributed to difficulties coming off corners. Any attempts at aggressive corner exits would easily spin up the rear tire, and great care was necessary when getting on the throttle early in the corner. Overall bump compliance wasn't that good either, with a rather stiff carcass feel leading us to theorize that the tire was developed on smoother pavement than we normally have here in the States-street or racetrack. And because of the rear wheel's 16-inch diameter, you're basically stuck with one choice there. We've heard of some D16RR owners fitting 999-spec rear wheels that allow them to run the more plentiful 17-inch rubber choices, although we'd imagine if you have the money for a D16, placing a call to your local Marchesini dealer would net you a proper 17-inch magnesium wheel to match the front.

Instead of the stock exhaust that runs underneath the seat and exits out the top rear of the tail-section, our test unit was equipped with the Ducati Performance tail-section and accessory exhaust that replicates the GP06 MotoGP unit, with one collector exiting from beneath the rear of the tailpiece, and other mounted flush with the fairing bellypan just below the right footpeg.

A Very Impressive Feat
Even the homologation specials for superbike racing that Ducati has built over the years pale in comparison to the Desmosedici RR. Although out-of-the-crate performance may not be a match for the latest V-twin 1198R, the performance potential is there, and the exclusivity and quality of components is unrivaled. Just the fact that Ducati had the ambition and drive to build such a bike speaks volumes about the company's enthusiasm for racing-and its relationship to the company's products. And while we all love the booming sound of an 1198R at full song, the distinctive banshee wail of the Desmosedici RR will raise the hair on the back of your neck.

Make no mistake, if you're lucky enough to own one of these exclusive machines, you have what amounts to the only real Grand Prix replica sportbike built by any manufacturer. And it's one that is definitely no poser.

Suggested Supension Settings
FRONT Spring preload—3 turns in from full soft; rebound damping—12 clicks out from full stiff; high-speed compression damping—11 clicks out from full stiff; low-speed compression damping—11 clicks out from full stiff
REAR Spring preload— 13 turns in from full soft (hydraulic preload adjuster); rebound damping—15 clicks out from full stiff; high-speed compression damping—24 clicks out from full stiff; low-speed compression damping— 12 clicks out from full stiff; ride height—7mm thread showing on top shock mount

Ducati never released very much information on the Desmosedici RR, but it didn't really have to; the $72,500 MotoGP replica basically sold itself. All 1500 units that were produced were already spoken for well before production even started. It was quite an audacious move to produce such a motorcycle, even from a company known for its penchant of building superbike homologation models.

Ducati's decision to produce the Desmosedici RR becomes even more daring when you discover its origins, its actual mechanical makeup, and the people behind its construction. Much of the incredibly intricate and interesting technical details and history probably would have been left undiscovered-but fortunately Chris Jonnum, editor of RoadracerX magazine, was commissioned by David Bull Publishing to delve into the bike and its background as the foundation for the upcoming hardcover book, "Ducati Desmosedici RR"

Jonnum-who speaks fluent Italian-spent numerous days interviewing over 40 people at the Ducati factory in Bologna, Italy, plus management at Ducati North America, as well as personnel at partner companies such as Marchesini, Brembo, Öhlins, etc. The book is a literal treasure trove of fascinating details, stories, and history behind the bike that were heretofore unknown beyond the walls of the Ducati factory, with revealing testimony from key figures behind the concept, design, prototype research and development, and production of what is surely one of the most impressive technological achievements in motorcycling.

The quality hardcover book will comprise 228 pages, with more than 350 photographs that reveal everything about the Desmosedici RR and the incredibly passionate and driven people responsible for building it. This book is not only a must for any of the lucky 1500 Desmosedici RR owners and any true Ducatisti, but also for any person-motorcycle enthusiast or not-who loves to read about how a relatively small factory that loves motorcycles and racing used spirit, innovation, and creativity to turn what many considered a pipe dream into a top-shelf performance reality.

The book's release is scheduled for August at the Red Bull Indianapolis GP, and a price had not been set a press time. Interested parties, however, should log onto www.bullpublishing.com for additional information, to place advance orders, and to be put on a notification list.

Opinions
Eric Nugent
When word came from Andrew "curling is a sport" Trevitt that we would get to ride a few laps on the Desmosedici, my heart almost skipped a beat. Looking at the bike on the stand was almost just as great as riding it. I'm glad there wasn't an eight-foot "no molesting" zone that you would normally see around something so beautiful. The next best thing to looking at the Desmo is hearing her run, with an exhaust note that is nothing short a full-blown MotoGP bike. First thing I noticed is just how stretched out I was in reaching for the bars. The next attention-grabbers are the brakes-one finger is almost too much for these binders. The speed of the Desmosedici is all that you would expect. Powerful and fast would not even describe what this thing feels like. And while I only got on the throttle when the bike was near straight up due to the lack of tire grip, it has a feel like nothing else you could imagine. Thanks Kento and Trevitt for a ride I will never forget!

Troy Siahaan
I think I would have had more fun riding the Desmo if there wasn't one figure running through my mind the entire time I rode it: $100,000, or the amount our test unit cost as tested. Riding around a racetrack using dollar signs as braking markers is not conducive to a good time, and neither is riding around on those terrible Bridgestone BT-01 tires that come standard on the bike.

There's no doubt it's a beautiful motorcycle, but it's nowhere near the top of my list of motorcycles I've ridden. I couldn't make myself comfortable on the bike as the saddle is too low and long, and the rearsets could be higher. As far as the engine is concerned it's actually pretty docile down low. Opened up and she shoved my eyeballs to the back of my head. Likewise, the super stiff racing setup on the Öhlins suspension rattled my teeth out of my mouth. More power to you if you can ride the Desmocedici properly. Me? I'll take an 1198R and pocket the change.

Kent Kunitsugu
I have to tip my hat to Ducati for having the sfrontatezza to build and market a bike like the Desmosedici RR. No other manufacturer would be bold enough to go through all the financial and logistical risks and headaches to produce such a machine. All the other attempts by manufacturers in the past to produce a Grand Prix replica sportbike absolutely pale in comparison.

Many detractors would cry that the bike should have the absolute best performance of any motorcycle for $72,500. Besides the fact that the D16RR only falls just a bit short of that goal, that is completely missing the point. When you take a close look at the Desmosedici RR, the lack of compromise in construction is readily apparent; the only "compromise" (more a necessity, actually) is that parts were redesigned in order to have the required durability for street use. And if you know just how much effort went into the bike's creation, that appreciation becomes even more profound.

Source sportrider.com