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Ducati 999R
|
Make Model |
Ducati 999 R |
Year |
2004 |
Engine |
Four stroke, 90° “L” twin cylinder, DOHC, desmodromic 4 valves per cylinder, belt driven |
Capacity |
999 cc / 70 cu in |
Bore x Stroke | 104 x 58.8 mm |
Cooling System | Liquid cooled |
Compression Ratio | 12.3:1 |
Lubrication | Wet sump |
Engine Oil | Synthetic, 10W/40 |
Exhaust | Single steel muffler with catalytic converter |
Induction |
Weber Marelli electronic fuel injection, 54 mm throttle body |
Spark Plugs |
Champion RG4HC |
Ignition |
Marelli electronic |
Battery | 12V 10Ah |
Starting | Electric |
Max Power |
101 kW / 139 hp @ 10500 rpm |
Max Torque |
108 Nm / 11.0 kgf-m / 79.7 ft-lb @ 8000 rpm |
Clutch | Dry multiplate with hydraulic control |
Transmission |
6 Speed |
Primary Drive Ratio | Straight cut gears, 1.84:1 |
Gear Ratios | 1st 2.466 / 2nd 1.765 / 3rd 1.400 / 4th 1.182 / 5th 1.043 / 6th 0.958:1 |
Final Drive | Chain |
Final Drive Ratio | 2.400:1 (15/36) |
Frame | Tubular steel trellis |
Front Suspension |
Öhlins 43mm upside-down fully adjustable fork with TiN surface treatment |
Front Wheel Travel | 120 mm / 4.7 in |
Rear Suspension |
Progressive linkage with fully adjustable Öhlins monoshock |
Rear Wheel Travel | 128 mm / 5 in |
Front Brakes |
2 x 320 mm Discs, 4 piston calipers |
Rear Brakes |
Single 245mm disc, 2 piston caliper |
Front Tyre |
120/70 ZR17 |
Rear Tyre |
190/50 ZR17 |
Front Wheel | Y-shaped 5-spoke light alloy 3.50 x 17 |
Rear Wheel | Y-shaped 5-spoke light alloy 5.50 x 17 |
Rake | 23.5° - 24.5° |
Trail | 97 mm / 3.8 in |
Dimensions |
Length 2095
mm / 82.5 in Width: 730 mm / 28.7 in Height 1110 mm / 43.7 in |
Wheelbase | 1420 mm / 55.9 in |
Seat Height | 780 mm / 30.7 in |
Dry Weight |
193 kg / 439 lbs |
Fuel Capacity |
15.5 Litres / 4.1 US gal / 3.4 Imp gal |
Consumption Average |
5.0 L/100 km / 19.9 km/l / 46.8 US mpg / 56.2 Imp mpg |
Standing 0 - 100 km/h |
3.1 sec |
Standing 0 - 140 km/h |
4.8 sec |
Standing 0 - 200 km/h |
8.3 sec |
Standing ¼ Mile |
10.6 sec |
Acceleration 60- 100 km/h |
4.2 sec |
Acceleration 60- 140 km/h |
8.3 sec |
Acceleration 100- 140 km/h |
4.2 sec |
Acceleration 140- 180 km/h |
4.2 sec |
Top Speed |
280 km/h / 174 mph |
This is the link between standard production
bikes and the racing world. With the best that technology can offer, it
stands out thanks to even more advanced technical solutions, starting with a
high performance big bore/short stroke Testastretta engine, producing even
higher RPM limits and 139 Hp.
The carbon fibre is the result of extensive wind tunnel testing and the
exclusive nature of the motorcycle is reinforced by the limited edition
numbered plate affixed to the fork yoke.
The rear shock absorber and fork are by Öhlins, adjustable for pre-load, plus rebound and compression damping. The 43 millimetre diameter fork stanchions have undergone a titanium-nitride treatment for improved suspension response and the special front fork lowers allow the mounting of the radial callipers. The Brembo Marchesini wheels are made from an aluminium alloy that is forged in a process that is the same as used for the production of racing wheels, creating a wheel of higher torsional rigidity and lower weight.
The Testastretta engine fitted in the 999R chassis is
especially designed for track use and makes 139 HP at 10.000 RPM with 11 kgm
of torque at 8.000 RPM. The 999R is delivered to the customer complete with
a kit for track use only. It includes a Termignoni 102 Db exhaust, with
horizontal rear half-manifold without catalytic converter and a dedicated
electronic control unit, which reduces weight by three kilos (6.6 lbs.)
while improving performance.
Review
Lots of people have argued long and hard that limited editions,
no matter how special the extras, how limited the production run and how
ostensibly desirable the result has been, they are never worth the price premium
they inevitably attract. And I’ve always been a vociferous supporter of that
logic. I mean, look at the Ducati 999R for example. Sure, so it’s got some good
quality bits tacked on, but at the end of the day it’s just a basic biposto with
some frills and a price tag almost twice that of the standard machine. And as
such, it can’t possibly be worth it.
There is a Ducati trademark. They make a horrible, dry rattling
noise when running. A by-product of the dry clutch that almost all of the
Bologna machines carry as standard. Now under normal circumstances, clutch
rattle is the loudest thing you’ll hear on a Ducati, at least one supplied for
road test. Because Ducati are very good and only give us bikes to test that are
exactly as the customer would receive them. The 999R is a slight exception to
this rule. The bike as we received it is still in standard customer spec, it’s
true. But the 999R comes with two different exhausts – a standard wheezy and
restrictive affair stuffed full of catalytic converters and baffle plates, and,
um, the other one. The test bike came with the other one fitted. Quiet, discreet
and subtle it is not. But the enormous carbon resonator box of the Termignoni
system that comes as standard with the ‘R sounds simply fantastic and drowns out
the unpleasant mechanical clatter quite nicely. It’s one of those noises that,
despite our certainty that it is totally illegal in terms of volume, provokes no
more than an amused and indulgent smile from everyone who encounters it. I rode
down to Hastings, bastion of the blue-rinse, and parked up outside a coffee shop
on the seafront. Lots and lots of elderly folk saw and heard me arrive and many
of them walked last and looked at the bike. And not one of them tutted, shook
their heads or looked disapproving. Likewise the pair of West Sussex’ finest in
their Volvo patrol car. It’s a bike that you simply can’t object to.
Well listen carefully to the sound of a bike journalist eating his words.
Because, £18500 price tag or not, the Ducati 999R is worth every penny.
Now that’s probably a comment worth justifying. It is, after all, an awful lot
of money for a motorbike. As many, many people told me during the test. But the
truth is that if you took a standard 999 and added a beautiful carbon fairing,
carbon seat unit, carbon front mudguard, cam belt covers and exhaust, magnesium
cam covers and Marchesini wheels, top line Ohlins suspension and steering
damper, Brembo radial brakes and a few subtle engine tweaks to boost power you
would spend maybe twice as much. And it would still, ultimately, be a base model
so come resale time it would be painful indeed to see all that money get thrown
away. No, purely in financial terms the 999R is actually quite good value.
But the real value of a bike like this is not financial. This Ducati, more than
any other in the range, cries out to be ridden. And, more than any other 999, it
is an object of beauty as well. I’m not entirely sure why the 999R manages to
look so much better than the still less than utterly beautiful base machine.
Even now we have got used to the looks, there is something about the 999 that
jars, while the 999R is, simply, gorgeous. Maybe it’s the depth of the finish,
maybe the red frame and one piece fairing. Maybe it’s the quality of the
components hanging off the ends. Maybe it’s all of the above, I don’t know. But
what I do know is that wherever we went people stopped, looked, pointed and
commented. Not a single person had anything bad to say about the bike, whether
they were bikers themselves or simply passers by. Everyone said it was beautiful
and that it looked expensive and classy. Then, of course, they all said it was
an awful lot of money for a bike. I guess you’ll have to get used to that if you
get one.
For those of you not familiar with Ducati sportsbikes in general and the 999 in
particular, there are some things you should know. First of all, they are
physically small and somewhat single minded in design. Secondly, they are bikes
that really need to be ridden properly. By that I mean that they don’t really
respond well to be ridden in a half hearted way. Sure, you can just bimble
around savouring the noise and the looks but the whole package comes alive when
you get your head down and start concentrating on what you’re doing rather than
just acting as ballast. And third, they are not bikes for shrinking violets.
Especially the 999R. No, really.
So we know that the Ducati 999R gives you the social acceptability of Terry
Waite and Kylie Minogue rolled into one. Which on it’s own is worth the asking
price. But it gets better.
All you need to do is ride to see how.
Swing a leg over the 999R and you will be astonished just how small it is. For
those brought up on a diet of Japanese performance machinery, the Ducati will
come as something of a culture shock. The narrow tank feels as though your knees
are touching. Many riders will never have ridden something this skinny, while
most others will immediately feel as though they are back on a 125. Or more
likely, given the price and the likely age of most buyers, that they are on
their old Suzuki X7 or RD250. The bars are the perfect reach away and the seat,
which seems so hard and unyielding before, provides a surprising amount of
padding. The mirrors are there, both of them, and are about as usable as one
would expect. Actually they’re better than one might expect, but not by much.
Turn the key, watch the display panel do its thing and press the starter button.
Oh yes, it’s a Ducati alright. The starter struggles against the mighty
compression, sounding for all the world as though the battery is flat and you’re
going to have to bump start it. And then, provided you have remembered to set
the choke, it catches after just two or three turns. And the world and its uncle
knows that you have just started a Ducati 999R with a race Termignoni exhaust
system. My elderly neighbour thought it was marvellous, but you may want to
check with yours. Give it a moment to get warm and revel in the noise. This, my
friend, is what a Ducati should sound like.
Pop the sidestand up and notice how it fits neatly into a cutout in the fairing.
Quality. Pull in the clutch and select first. Yes, you can comfortably use the
clutch with just the one hand. Pull away and you will discover that first is a
little on the tall side. No problem – dry clutches are pretty tough and slipping
a bit to pull away won’t be a problem. Notice how precise the handling is, even
at low speed, and how little effort is needed to turn. In fact, you may well
need to be careful at first to avoid clouting apexes rather than clipping them
as the turn-in is quicker than you’ll probably be used to. At low speed the 999R
does feel a little as though it is going to fall over, though it only takes a
few minutes to get used to it. You may be surprised to find that riding through
town is nowhere near as painful as you’ll have been led to believe. Oh, the 999R
is by no means the perfect commuter, but the narrow width, incredible presence
and razor sharp responses mean that actually it’ll hustle up to the city quite
nicely if necessary. And your wrists, though they’ll know they’ve done it, won’t
have seized up either.
But that’s just silly. You do not, under any circumstances, buy a Ducati 999R to
ride in town. Or if you do then you seriously need some professional help. No,
the 999R belongs in the country. Or, even better, on a racetrack.
Get out of town, drop behind the bubble and let it rip. OK, at least two of
those ideas are reckless at best. Getting behind the bubble will require the
sort of contortions that really don’t work on the road. Unless you need a
stepladder to get on, that is. The bubble is very small indeed.
And letting her rip on the road is an almost instant way to say goodbye to your
licence, liberty and possibly life. More on that later. For now, let’s look at
the riding experience.
Out of town that slightly twitchy, keen to drop in steering becomes
communicative and alive. And it makes the 999R incredibly easy to position
exactly where you want to be. All the time. The brakes, when you need them, are
phenomenal, applying immense retardation at the squeeze of a single finger. They
tyres did the business as well – Michelin Pilot Race that were well worn but
heated up fast and gripped like anything. They were even OK in the rain provided
I kept them warm, sliding occasionally but giving so much warning that it was
never a problem, especially with the rather circumspect way that the fact I’m on
someone else’s very expensive motorbike in the torrential rain tends to make me
ride…
My long term GSX-R 750 is a bike that I really, really love. It’s precise,
focussed, powerful, fast and all-round brilliant. And yet the 999R makes it feel
like a sofa – soft, springy, heavy and saggy. No really – it is that much of a
difference. Approach a bend and will the Ducati into the right spot. Exactly the
right spot. Need to lose some speed? brush two fingers over the lever and the
big Brembos just scrub it off instantly. Drop a shoulder, look through the
corner and you’re already turning, hitting exactly the right apex and getting
back on the power to pick her up. Smile, relax even more and repeat ad
infinitum.
A word about performance though. On paper, 140bhp from a litre bike isn’t all
that. And, despite all the exotic material, you’ve still got a dry weight of
181kg to haul around. So performance isn’t going to be that good, is it? I mean,
physics alone should mean that the 999R will get destroyed by any decent
Japanese sportsbike. Even that little GSX-R has a better power to weight ratio.
And the laws of physics are absolute and immovable, right?
Apparently not.
Nothing picks up speed like a big vee twin, and no big vee twin goes like a
Ducati 999R. And I don’t know why. This bike is a rolling paradox. It has no
real powerband and feels slightly flat and yet anything approaching serious
throttle action sees the numbers on the digital speedo change faster than it can
keep up. It picks up the front wheel everywhere but stays perfectly stable and
still steers. And we know that’s impossible. You can put your knee down on every
corner in any conditions but it still works fine if you stay neat and tucked in.
It’s physically tiny yet I rode over 2000 miles on it and didn’t get a single
ache, even with my camera gear in a rucksack (‘cos that’s the only way to carry
anything on this bike).
Let me put this into perspective. Regulars will know that we use the Nurburgring
and that I have instructed there. I’ll go public here and now, and say that with
a couple of days to get comfortable and no traffic I would happily go for the
lap record around the Nurburgring Nordschleife on a Ducati 999R with these
tyres. And I reckon I might even be able to get it, too.
I hate superlatives. Once something is the best, the fastest, whatever, you run
out of things to describe the next, better one as. Which gives me a problem
here. Because the Ducati 999R is, by far, the best bike I have ever ridden. The
most desirable, most exciting roadbike on the planet. Today, anyway.
Source
Motorbikes Today
Any corrections or more information on these motorcycles will be kindly appreciated. |