Driving report Ducati Desmosedici RR

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Driving report Ducati Desmosedici RR
Jahn

Driving report Ducati Desmosedici RR

Driving report Ducati Desmosedici RR

Driving report Ducati Desmosedici RR

Driving report Ducati Desmosedici RR

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You couldn’t be more exclusive than that. And that with a three-year guarantee and maintenance.

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Above the height adjustment of the shock absorber, the elbows wind towards the hump to the muffler.

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Around 100 pieces have already been ordered in Germany, almost 1000 in total. But don’t worry: the number of Ducati cars that can go over 300 km / h is not limited.

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A gear tower drives the camshafts with the greatest possible precision. They operate 35 inlet and 28.5 outlet valves.

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Pure madness: Flawless racing technology with normal maintenance times.

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A unique combination: forged magnesium wheel with 220/55 ZR16 tires – street legal.

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The V4 unit should produce 200 hp. There are more technical impressions in the middle of this photo show.

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While the GP machines roar through short roaring pipes in the fairing keel and under the seat bench, the D16RR has the silencer in the rear. A cover made of a carbon fiber ceramic composite prevents the hump from flaring.

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The cockpit is already known from the 1098. What is new, however, is the display area of ​​the rev counter.

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The compression damping is housed in the left fork leg, the right leg carries the rebound.

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Sunrise for all Ducatisti: It’s finally here, the first MotoGP replica that can be bought.

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The first snapshots were in great demand: street version alongside MotoGP version. Driving impressions can be found in the back of the photo show.

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Formula 1 technology: box-type pistons with stiffeners, set back in the skirt area for shorter piston pins.

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To cheer

Caution: special motorcycles create unusual feelings. These lead to doing strange things at the most inopportune moments. For example at the highest speeds.

It just happened to me. On the home stretch of the Autodromo di Mugello, as the D.esmosedici RR at full speed and with the front wheel slightly raised over the hilltop, I shouted with joy. What a feeling to be shot by a 200 hp rocket into this legendary braking zone, in which all Grand Prix drivers of the past decades fought fierce battles for positions at crazy speeds.

The on-board data recording of the MotoGP replica shows 295 km / h for this moment. Actually, I would now like to tell a legend about the top speed of the Desmosedici, but in a different column the recording of the throttle valve position tells a different story. I took the throttle back from 100 to 86 percent opening angle when it went over the crest. There are faint fears mixed in the exultant delight. With the throat fully opened, Ducati’s jewel would have cracked the 300. Certainly.

The motor


Ducati

Anatomy of the extraordinary.

The high-speed jump was made possible by a V4 engine, about which MOTORRAD reported a lot, especially in the last issue (issue 20/2007), but which is difficult to describe in its full scope. V4 is somehow different, VFR drivers from RC 24 to RC 46 have known that for a long time. This V4 with its 90 degree cylinder angle, 70 degree crank pin offset and its crooked firing order is different to the power of two. It may be that the unusual combination in racing, where it comes from, brings sober, comprehensible advantages, in normal life it is mainly used to raise the neck hairs. With open mufflers? listen to motorradonline.de/desmosedici ?? the engine sounds so beastly, so greedy that my hands shake involuntarily when I take over the motorcycle. Hopefully the mechanic didn’t notice.

And that doesn’t stop, even as I drive away from my own exhaust noise faster and faster. It is then only other than the acoustic impressions that keep the excitement high. Running behavior that appears cultivated and robust at the same time. The combination of lightning-fast revving and pleasant vibrations is probably responsible for this paradox. Despite high speeds? over 15000 tours if necessary ?? the result is no typical tingling in a row engine, but rather the rousing force of a drum roll. If anything, the Desmosedici engine is like a high-revving three-cylinder; This number of cylinders brings you to the most likely explanation: The Ducati four-cylinder comes as close as possible to the characteristics of the in-house V2.


Jahn

Friendly mechanics ease the tension before the big moment.

Subjectively, the extremely short-stroke engine hardly goes better up to 10,000 rpm than a well-adjusted 999 unit, the 1098 even seems more explosive there. Above that, however, the 990 V4 forbids any further comparison with a grand gesture, tearing in such a way that full throttle between the corners is only possible for brief fractions of a second. With the right choice of gears, this afterburner can be used in such a way that it does not hit you in an inclined position, but only when the machine is almost straight again. As if the performance unfolded in two straight lines, a flat one at the beginning and a quasi vertical one in the last third. In Mugello, it is irrelevant whether this could not be done any other way because of the enormous inlet cross-sections, i.e. owing to the laws of physics or whether it is really wanted. it just fits here.

The landing gear


Jahn

It takes until the fourth of the five laps that the Desmosedici suspension is so special to me. In the second left-right combination at the top of the hill, I’m a little late when braking, which is why the front tire finally gets the pressure when turning in, from which the sensitive system works properly. Suddenly the MotoGP replica steers like a servo; With gentle plucking on the handlebars and precise to the millimeter, she finds the left lean position, brief acceleration helps to straighten up again, and a late release of the accelerator repeats the effect of dreamlike turning in for the following right.


Jahn

I don’t know of any other motorcycle that uses dynamic wheel load distribution in this way, and I’m not at all interested in the role that the individual components play, such as the unusual 16-inch Bridgestone balloon tire on the rear wheel. Teamwork is everything. But how the Duc behaves in the fast chicane before the finish curve, I want to know more precisely. There is not as much braking there and consequently not as much servo effect is generated. So go ahead, second gear, afterburner, take the third just before the chicane, gas off for a moment, left, right, gas on and afterburner again? that worked. And the Desmosedici remained far this side of the point where stability turns into stubbornness. Strictly speaking, the journey is just beginning, shortly before its end.

Did I even drive it, my last lap? The data recording says yes, I have no idea myself. That too is Desomosedici.

Technical data Ducati Desmosedici RR

Engine:
water-cooled four-cylinder four-stroke 90-degree V-engine, two overhead, gear-driven camshafts, four valves per cylinder, rocker arm and rocker arm, operated desmodromically, wet sump lubrication, injection, ø 50 mm, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain.
Bore x stroke 86.0 x 42.6 mm
Displacement 989 cc
Compression ratio 13.5: 1
Rated output 138.0 kW (188 hp) at 13800 rpm
Max. Torque 112 Nm at 11000 rpm

Landing gear:
Steel tubular frame, load-bearing motor, upside-down fork, ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, front disc brake, ø 330 mm, four-piston Fixed calipers, rear disc brake, ø 240 mm, double-piston floating caliper.
Magnesium cast wheels 3.5 x 17; 6.25 x 16
Tires 120/70 ZR 17; 200/55 ZR 16

Mass and weight:
Wheelbase 1430 mm, steering head angle 66.5 degrees, caster 98 mm, spring travel f / h 120/135 mm, dry weight 177 kg, tank capacity 15.0 liters.
Warranty three years
Colors red, red / white
Price 61,500 euros

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