Ducati Desmosedici RR Ash On Bikes

26 Апр 2015 | Author: | Комментарии к записи Ducati Desmosedici RR Ash On Bikes отключены
Ducati Desmosedici RR

Ducati Desmosedici RR


The hype, the doubts, the cynicism, all are away the moment you press the If you thought the Ducati Desmosedici RR be diluted, a race replica of the GP6 990cc MotoGP weapon, the fastest grand prix but with its teeth extracted, a copy only, then the aggressive bark that a mockery of the word -idle- as the motor settles into its hunting growl, vaporises idea in a moment.

Click on for gallery You wonder: the bike £40,000 (60,000 euros), and could you possibly get out of a superbike worth four times a Fireblade can offer? You can talk the badge, the exoticism all you like, but in the end these are terms used to cover up for not much extra in the dynamic riding experience? If little better than any superbike in how it goes, stops and then in the end, after all that extra, surely just been had?

the motor fires and the sound says no one-s pulled any over your eyes: the chattering ba-ba-ba-ba throb is MotoGP Ducati V-four only the volume and not the quality (and with the race fitted that comes every Desmosedici RR, it-s not quieter either). That, in tells you the insides of the motor are in the race bike-s genes.

The full specifications have guarded for several years, it out because the RR-s numbers so match the MotoGP machines- important secrets could been given away. Now has switched to 800cc and we could be

The bore and … are full-on, bike oversquare, at 86mm x the massive valves, controlled rather than by springs, are set at the angle as the race bikes- and the centres of the gear-driven camshafts, followers, crankshaft and so on are all identical to the The crankshaft itself has its crankpins 70 degrees apart, giving intervals of 0-90-290-380 degrees, Ducati calls a Twin firing order that the best balance between traction and transmission reliability.

The are so wide and so shallow they like something to stand glass of Chianti on, and differ in from the GP6-s only in two compression rings instead of It makes 197bhp (200PS), yet the is tiny, a mere 0.69in wider than the 1098 V-twin, and it-s much in height and length.

The chassis a Ducati signature tubular trellis bolted to the engine, the is attached to the rear of the power and the carbon fibre tail doubles as the rear subframe Ducati says this is the bike to have a carbon tail section, although SB6 used a similar design. But no ever had the exhaust exiting the top of it like the Ducati!

The chassis- torsional stiffness is almost double that of the which is hardly made of The forks are by Öhlins and are the first units to be fitted to a road while the shock is from the company with a bewildering of adjustments: 20 low speed compression 48 high speed ones, 25 settings, spring preload, height, and the damping compensates for changes too. The wheels are the on a road bike to be of forged — all the surfaces are subsequently and the attention to detail goes down to the non-symmetric brake carriers, designed to take force in one direction than the to save vital ounces. As technical director Andrea says, don-t brake when going backwards-

the tyres are unique to the bike. that-s because the D16RR a 16 inch rear wheel and 17 front, a compromise Ducati had to when American homologation wouldn-t allow the 16.5 wheels the designers wanted. But it-s because these are designed to mimic as closely as the Bridgestone slicks used on the MotoGP machines in profile, and of the phenomenal amount of grip offer.

So, they-re not going to last long, and when replacement comes rushing up, Bridgestone the rear will cost 70 per cent more than a superbike equivalent, and the front be around 50 per cent more But hey, you-ve just 40 grand for the bike, does really matter?

The peripheral are as lovingly created as the rest of the — I was running a finger the silky, textured surface of a hanger when a technician up and told me proudly it takes 45 to machine each one of these solid. Then there-s the position, which merges and machine perfectly, the electronic is the same as a 1098/1198-s and indeed the machines-, and on such a bike, the road bike switchgear incongruous.

Yet you also get three free servicing. Even the and clutch levers fold up to them more of a survival in a crash, while a remote across the bars means you can adjust the front brake span with your hand, without having to your right one from the

Happily I didn-t get to test the of the levers. The rest though I vouch for even by the end of the pitlane, time out at the breathtaking Mugello prix circuit, a sinuous jet bitumen ribbon draped the Tuscan hills to the north of I snicked the bike into heard the dry clutch rattle and felt the bike fire me out the track with its ferocious goading. This was the real no more doubt.

The engine is magnificent, and amplified by just 377lb (171kg) dry to drive, a nominal power-to-weight of 1,150bhp per ton. Ultra-short it might be, but it pulls cleanly, and strongly from as low you like, the building on a vast but even that kicks hard at and keeps on cascading like a dam right to the 14,200rpm rev limiter. no tailing off, no let up, and the exhaust is deep so at first you keep the limiter.

How you-re supposed to the rev counter with the twistgrip I don-t know, this is so projectile-fast it-s all you can do to process outside the cockpit, let alone in it. A red light winks as the red line and even looking out for that is work — at the end of Mugello-s this bike was nudging (300kph) and you can-t even see the turn until you-ve hit your braking marker.

And right here, where you to lose 140mph (225kph) or so and the bike right to drive in the other direction, that the difference really shows. it-s fast in a straight faster than any other bike, I-m sure, and not so very far off first MotoGP bike, the 990cc GP3 of 2003 — ridden that too and I can assure the RR is not a lot slower.

But it-s in the corners that the RR feels like a race rather than a super-sporting bike. For all its stupendous power the is forgiving, thanks to its unexpectedly spread of torque. Get in the wrong through a turn (because gibbering into your and that mighty motor pull you through. But the chassis no prisoners.

In terms of feedback, is like the first time you to broadband from dial-up so much more information you-re used to, so fast, and you-re trying to cope, response of the bike to your now inexpert inputs is magnified times over. Now you realise how you row a through turns, how an R1 mushes the bends, how a GSX-R is woolly and Pull the Desmosedici RR-s in the usual way and it flicks like a and heads for the inside kerb.

Correct yourself and now it runs so pull it back, and you zigzag the turn like a race novice.

You must recalibrate all inputs, make them and accurate, positive and confident, or frankly you-ll look a bit of an …. Then it starts to together, the bike scribes arcs and drives the specially Bridgestone rubber — the road tyres the company has made — with force and your whole world shifts onto a plane. And when you do get it right, the turns into a glorious, extension of your senses justifies every last it costs.

£40,000, is that

Price: £40,000

Available: A still available, though of the 1500 production is sold

Ducati UK, 0845 1222996,

Ducati Desmosedici RR
Ducati Desmosedici RR

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