Comparison test: Exclusive Italian superbikes

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Comparison test: Exclusive Italian superbikes

Comparison test: Ducati Desmosedici RR against Bimota DB7 Oronero

Exclusive Italian superbikes in comparison

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Attenzione Signore e Signori! With the Bimota DB7 Oronero and the Ducati Desmosedici RR, PS presents the most expensive and exclusive Italian superbikes with street legal approval. Lots of pomp, lots of potential?

WWrrrrraaammm – with a deafening noise the blares D.ucati Desmosedici her gripping sound outdoors. After a few bursts of gas, the colleagues stuck their heads out of the windows of the editorial office, grinning, giving them thumbs up and asking for encores. The sound of the Desmosedici (abbreviation for the desmodromic control of the 16 valves) is reminiscent of the tinny thunder of a sharply tuned racing Ferrari. In the D16RR, it arises thanks to the asymmetrical ignition intervals of its V4, which result from the crank pin offset of 70 degrees on the crankshaft and a cylinder angle of 90 degrees. You can never get enough of this sound!

The bimota, on the other hand, sounds comparatively harmless. A feat, because in contrast to the private Ducati equipped with a racing muffler, the DB7 Oronero ("black gold") to be an official test motorcycle. And of course that has to be quiet. Of the planned miniseries of 25 pieces, only 16 exist, two of them in Germany. Attention interested parties: Whoever orders one of the remaining nine Oronero (price: 40,000 euros) can choose the number of their bike. After all.

Ducati Desmosedici RR: Engraving on the fork bridge with the number of the bike.

Compared to the D16RR, the bike from Rimini is a real bargain. Ducati called for a whopping 61,500 euros for its GP offshoot. You read that right: Ducati called – past tense. That means, even with plenty of cash, nobody can get a new Desmosedici today, the limited edition of 1500 pieces is completely sold out. What exactly justifies the hefty prices of Italian women? Example Ducati: In addition to the aforementioned limited edition, the RR offers pure GP technology. This is a rarity, no other manufacturer has brought an approved replica of the premier class to the people in the last 25 years. The last time it happened in 1985, when Suzuki presented the two-stroke grenade RG 500.

Two years ago the D16RR rolled out of the halls in Bologna. It is based on the GP racing machines from 2006 and its V4 propulsion system, at 86.0 / 42.56 mm, has exactly the same bore / stroke ratio as the factory racers. This results in an unusual total displacement of 989 cubic centimeters for a street bike. The only production four-cylinder from Ducati has other special features: elaborately manufactured crankshaft with little flywheel, box piston, titanium connecting rods and valves, cassette gear. Contrary to the general trend towards extensive electronics, the D16RR has neither traction control nor ABS or drive-by-wire. Wheelie control and double throttle valves are also taboo. 

Bimota DB7 Oronero: The carbon swingarm is a real eye-catcher.

Puristic technology for unfiltered milling.
Wramm – one last throttle for the specialist audience, then it’s off with the Bimota in tow out of the city and into the fun. Race track and country road are waiting. The few kilometers through urban areas make it clear that the racing replica is only of limited use as a city vehicle. Despite the low mileage, the dry clutch pulls sometimes unabashedly when starting, the engine temperature quickly reaches almost three-digit values ​​without cooling airflow and the elongated seating position with the steering tubes turned slightly forward demands the race track. In civil life, the Bimota gets along better. Compared to the Duc, it offers a gathered, quite comfortable workplace with high handlebars, and thanks to the narrow tank, it has a sensationally tight knee joint.

After the city limits, the throttle moves to the stop. With increasing speed, the Duc’s babbling turns into a loud roar, another parallel to the GP bike. With the racing muffler, the RR sends a maximum of 188 hp to the transmission – five less than Ducati promises with an open exhaust. Still a respectable value. The speeds are also remarkable: the high-tech unit yodels at 13600 rpm at maximum output, and the limiter only stops the orgy after another 600 rpm. A Ducatista has to get used to such high revs. This also applies to the engine running. Due to its alignment, the V4 does not quite come close to the impressive running culture of the two-cylinder from the same company. But despite his boyish disposition, vibrations are almost alien to him. The bottom line is a real character actor: edgy and nevertheless pleasing.

The drive of the Bimota comes from the Ducati Superbike 1098. The Riminese only modified the V2 on the periphery. So they designed a new airbox, donated a different exhaust and reprogrammed the mapping of the ignition / injection system. Results in measured 157 PS and 120 Nm. The engine works in exactly this constellation in the standard DB7.

Too good for the garage: the two Italian superbikes show their great potential in a sporty pace.

At the exit of tight curves, the Duc’s Oronero cheekily pulls away, lifts her front wheel cheerfully and disappears into the tangle of the country road. How come Finally, the D16RR presses over 30 horses more onto the test stand roller. That’s true, but the Duc only generates impressive power beyond 10,000 rpm. Up to this mark there are sometimes more than 30 HP and 40 Nm between the premium racers. In favor of the Bimota! At 1099 cubic it is exactly 110 cubic or around eleven percent above the value of the Desmosedici. It only develops its full potential in the open air or on the race. Here she is in her element, here she mercilessly plays out her GP genes. In addition to the engine, this also applies to the chassis. More on that later.

First, let’s take a look at the Oronero. With the exception of its aluminum parts milled from solid, it appears black as night. Carbon fiber wherever you look. Hence her name. Even the main frame and swing arm are made of the expensive material. This means that the riminesin has two unique selling points. Firstly, it is the only production bike that can be approved in which these components are made of carbon. Which results in special feature number two: The Bimota manages without any weld seam. Where else weld beads gather around the steering head or on the swing arm, the viewer only sees carbon fiber or light metal laminated into it. This design also has practical benefits: it is stiffer and saves weight. At 189 kilograms, the Oronero weighs a whopping 6.5 kilograms less than the standard DB7. Despite the modifications, the geometry remained identical.

Strength and low weight – the Bimota driver feels both properties after just a few meters. The carbon DB7 sticks nimbly into twisted corners, only its rather stiff steering damper prevents the comparison with a bicycle. The Oronero also feels right at home in long arches. It only reaches its limits in the ultra-fast Parabolica curve on the Renne in Hockenheim. There it begins to swing noticeably. This is where the Desmosedici shows the advantages of its GP chassis: Superbike factory fork, high-quality suspension strut from Ohlins, ultra-rigid frame and swing arm, forged magnesium rims, self-supporting carbon fiber rear, outstanding aerodynamics. The faster the curves, the greater the lean, the more clearly the double-R stands out from almost everything that the author got under his butt in twenty years. Absolute transparency, unconditional stability – unique! The Bridgestone BT 01, which was specially developed for this racer, provides the necessary grip. Front in conventional size (120 / 70-17), in the rear in unusual 200 / 55-16.

CONCLUSION:
Despite many similarities – extremely expensive, rare, equipped with high-quality components – the superbikes differ. The Oronero is a refreshing country road racer with a lot of smoke in the middle of the speed. The Desmosedici, on the other hand, is uncompromisingly trimmed for racing. She finds her fulfillment on the racetrack. To answer the question asked at the beginning: Yes, they offer potential. Despite or because of their pomp.

HP data: performance diagram


PS

Performance diagram Ducati Desmosedici RR and Bimota DB7 Oronero. Power on the crankshaft, measurements on Dynojet roller dynamometer 150.

Two Ducati engines, two different characteristics. The V2 from the Bimota Oronero (green curve) comes from the Superbike 1098. Between 3500 / min and almost 10000 / min the propellant punches like hell and shoots the DB7 with vehemence into orbit. At 6000 rpm the drive puts more than 30 hp and 40 Nm between itself and the Desmosedici V4. The performance curves clearly show the difference. With a displacement of 110 cubic centimeters compared to the Bimota (989 cm3 to 1099 cm3) and its smaller individual displacements, the V4 cannot keep up to five-digit speeds. Only from this brand on does the sports aggregate really get going and with the racing muffler deliver an impressive 188 hp at 13600 rpm. The V4 is undoubtedly a racetrack engine.

Technical data: Ducati Desmosedici RR


D16RR – the only serial Ducati with four cylinders! Its frame is made of tubular steel with different diameters and welded profiles.

DUCATI DESMOSEDICI RR


DRIVE:
Four-cylinder 90 ° V-engine, 4 valves / cylinder, with standard exhaust 133 kW (181 HP) at 13 750 / min *, 116 Nm at 10 500 / min *, 989 cm³, bore / stroke: 86.0 / 42 , 56 mm, compression ratio: 13.5: 1, ignition / injection system, 50 mm throttle valves, hydraulically operated multi-plate anti-hopping dry clutch, six-speed gearbox, G-Kat

LANDING GEAR: Steel space frame with profiles, self-supporting carbon rear, steering head angle: 66.5 (65.5) degrees, caster: 98 mm, wheelbase: 1430 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, pressure and rebound, central spring strut with deflection, adjustable in spring base, compression and rebound (high / low), spring travel v./h .: 120/135 mm

WHEELS and BRAKES: Forged magnesium wheels, 3.5 x 17"/ 6.25 x 16", Front tires: 120/70 ZR 17, rear: 200/55 ZR 16. Initial tires: Bridgestone BT 01. 320 mm double disc brake with four-piston fixed calipers at the front, 240 mm single-disc brake with two-piston fixed caliper at the rear

Measurements and weight: Length / width / height: 2070/780/1110 mm, seat / handlebar height: 815/840 mm, handlebar width: 690 mm, 198 kg fully fueled, v./h .: 52.5 / 47.5%

REAR POWER IN LAST GEAR: 127 kW (173 PS) at 279 km / h

DRIVING PERFORMANCE: Acceleration 0-100 / 150/200 km / h: 3.2 / 5.0 / 7.4 s, pulling speed 50-100 / 100-150 km / h: 4.8 / 4.8 s

MAXIMUM SPEED: 302 km / h *

CONSUMPTION: Fuel type: Super plus unleaded. Average test consumption: 9.9 liters / 100 km, tank capacity 15 liters, range: 151 km

BASIC PRICE: 61,500 euros (including three-year guarantee and maintenance)

* Factory specification


Ducati Desmosedici RR

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Technical data: Bimota DB7 Oronero

Oronero – black gold! Except for the chassis components made of carbon fiber, the cockpit and the paintwork, the racer is identical to the standard DB7.

BIMOTA DB7 ORONERO

DRIVE: Two-cylinder 90 ° V-engine, 4 valves / cylinder, 113 kW (154 PS) at 9750 / min *, 118 Nm at 8000 / min *, 1099 cm³, bore / stroke: 104.0 / 64.7 mm , Compression ratio: 12.5: 1, ignition / injection system, elliptical 60 mm throttle valves, hydraulically operated multi-plate anti-hopping dry clutch, six-speed gearbox, G-Kat

LANDING GEAR: Carbon-light alloy composite frame, steering head angle: 65.0 degrees, caster: 100 mm, wheelbase: 1435 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, compression and rebound, central spring strut with deflection, adjustable in spring base, compression and rebound, spring travel v./h .: 120/120 mm

WHEELS and BRAKES: Forged alloy wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Michelin Power One. 320 mm double disc brake with four-piston fixed callipers at the front, 230 mm single-disc brake with two-piston fixed calliper at the rear

Measurements and weight: Length / width / height: 2100/700/1115 mm, seat / handlebar height: 805/855 mm, handlebar width: 710 mm, 189 kg fully fueled, v./h .: 52.4 / 47.6%

REAR POWER IN LAST GEAR: 107 kW (146 PS) at 249 km / h

DRIVING PERFORMANCE: Acceleration 0-100 / 150/200 km / h: 3.1 / 5.0 / 8.0 s, pulling speed 50-100 / 100-150 km / h: 5.2 / 4.2 s

MAXIMUM SPEED: 275 km / h *

CONSUMPTION: Fuel type: Super unleaded. Average test consumption: 8.4 liters / 100 km, tank capacity 16 liters, range: 190 km

BASIC PRICE: 39666 euros (plus additional costs)

* Factory specification

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