Ducati 999 — Cloud 999

21 Фев 2015 | Author: | Комментарии к записи Ducati 999 — Cloud 999 отключены

I’m still trying to get the giddy lump in my throat three days that passed since we fixed up to the Ducati 999. For the past two hours, my palms have underscored my in salty water. I am finally to ride a Ducati!

Horrifying of embarassing slow speed have left fetid on my imagination. I’ve dreamed of ride for as long as I can remember, and finally happening. We’ve Ducatis before, but the 916 (July evaded all attempts at saddle and the Cagiva Gran Canyon 2002) did have an air-cooled motor, but it was, after a Cagiva.So that slinky blur heading quickly me is as close I’ll ever get to from heaven.

But before I a chance, Bijoy’s already the keys and I see the compact 999 pull out a gap over the car I’m following him in. a sedate 77 horse cage, I help but imagine the torquey 124 bhp engine that throbs to throttle hand.

If you’ve the Testa. word before, is because the narrowhead engine appeared on the 998, which the awesome finale to the decade reign of the 916 family.The same 998 CC with changes to the piston airbox, lube system and an unequal length exhaust with the distinctive underseat box was to the 999. When Bijoy gets off the bike, I leap my faded riding jacket and and onto the machine.

And I am instantly at a loss to describe how tiny the 999 actually is. Our Hero Karizma is a larger machine For instance, the tank slims to just five inches at the distinctly odd when you first hug the but it brings a feeling of control inline fours with inherent girths will be pressed to match.

We’ve all countless stories of Ducatis and genetic relationship to torture So you notice when most 999 tests in foreign glossies the 999’s ergos between civilised’ and ‘useable everyday.’ It is, quite a surprise to find almost … over as you tuck in for the first time. The to the bars is not excessive and the rearsets are not as as, say, an R1.

But then, the 999 has the distinction of being the adjustable bike in the business. The monocoque seat and tank can about 20 mm forward or backward to riders from 5’4” to The pegs, bars and in the top versions steering angle can be changed at

Sort of like a pair of the 999 seems designed to take the you are most comfortable in. Turn the placed next to the sleek steering damper and all the little on its circumference of the large white-faced light up while the green-lit LCD panel says succinctly As if you didn’t know.

But the smile turns into apprehensive awe you notice that the engine to 5000 rpm with the barest of wrist twitches. Smack first and the Ducati is brisk the word go. The pygmy 999 shrinks in size until the tacho is under your chin and you this weird flying as the building waves of torque you and bike far down the road minimum drama and maximum accompaniment.

From 5000 rpm the pull straighten your arms By 7000 you’re buzzing the sensation of speed. Come the 999’s playing who’s-chicken you. The flow of thrust is and given very little and enough space will a neat 175 mph (280 kph) on the

At which point, the speedo to ‘—’ and then ‘999.’ As one from Cycle World Ducati probably thinks you be looking down the road at speed, not at some speedo, no how stylish it is.

What is amazing is the front never goes it is designed not to wheelie and to maximize (and therefore acceleration). Did I this 999 won the World Superbike out of the crate? Ducati persist their desmodromic valves replace valve springs a second rocker that closes the valve) to allow revs (not that the needs them), and with trademark trellis frame.

The frame was designed to give a longer wheelbase, maximize the double-sided) swingarm’s length and a quick-steering but supremely stable to strafe down straights and through the curves. And boy does it A thought will have the leaning hard and even us newbies were having a hoot around the roundabouts on our

The brakes are even more of a With a radial master and Brembo four-pots hissing a swarm of angry insects,a brush on the lever will the 999 to astonishingly quick stops.

is an awesome motorcycle. The riding makes you bow to Pierre Terblanche and his achievement. The South African succeeded Massimo Tamburini who both the 916 and post-Ducati, the MV Agusta F4 at Terblanche’s job was to design a bike would surpass the 916-family of A dynasty that was as much of an milestone as it was an all-out track and wheelie-king.

The 916, in a word, was the of Ducati’s history.

Ducati 999

The design may be for being too industrial. But the 999 has an inescapable, focus it is above all a machine to win races. The wind-tunnel sculpted for instance, may not look too hip, but the the shutter finger presses it knows that it is impossible to the subtle, attractive curvature in or on film.

What is also impossible to this time round of space constraints, is the minutiae of detail that abound all the motorcycle. From the thoughtfully matte plastic tank to prevent scratches, to the dimples on the two that unlock a host of on the speedo including a lap timer. dimples repeat on the adjusters for the rear-view mirrors so you don’t put paw on the glass.

The rear-view mirror on their own are worthy of a book on design. And one is yet to mention the curving of the double-sided swingarm, the angular of the tail piece, the five spoke wheels, filigree-light top clamp. One can just go on and on.

Where Ducati is strongly at variance the 916 is in the fact that the 999 is unashamedly a The 916’s jewel-like quality and are replaced by machined parts, to a purpose but by a hand sensitive to design. The result is perhaps one of the looking machines yet.

The other significant variation is the 916 came, pirouetted but refused to let ride. The full-bore aching in my forearms refuses to go and now, hours after I climbed off the 999, I’m still immersed in it.



Ducati 999


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