Superbike comparison test: Ducati 996 SPS against Yamaha YZF-R7

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Superbike comparison test: Ducati 996 SPS against Yamaha YZF-R7

Numerus Sausus

These machines are not for everyone. If you really want to challenge one of the rare Ducati 996 SPS or Yamaha YZF-R7s, you have to be able to show more than just the necessary change.

You’re in a different league. At least when it comes to the German Pro Superbike Championship. When it comes to victory, the expert tip is easy: Andy Meklau or Christer Lindholm – Ducati or Yamaha. The rest of the starting field is 1999 staffage.
Ducati or Yamaha, but that also means two-cylinder against four-cylinder, 996 against 749 cubic centimeters, Italy against Japan or very profane 44,340 against 49,990 marks. With this remark, however, enough talk about money, because it is about much more important things – like honor and sporting fame. For a competition on one of the most demanding racetracks in Europe: the Autodromo Dino e Enzo Ferrari in Imola.
And as is customary at major sporting events today, the two opponents are subjected to a doping control. A test rig built by the Italian company Soft Engine in the paddock confirms that the R7 has 131 hp on the rear wheel. That corresponds almost exactly to the lively 137 horses that were determined on the clutch during the first test in MOTORRAD 17/1999. Without the tuition of the cunning mechanics at the German Yamaha importer, this power output of the super sports car, which is »only« homologated with 106 hp across Europe, is of course not possible. From the expensive racing kit, however, only the airbox, head gasket and fuel pump come, the series cooler has been slightly modified for better air throughput of the intake opening behind and the black box is switched to the already programmed racing mode at the push of a button. Tuning can be that easy – if the conditions are right.
They are also very good with the Ducati. After all, the chip-tuned, carbon-silenced red racer with 129 presses just under ten hp more than usual and thus a real top value on the dyno role. The two athletes will be spared further doping analyzes in view of the balanced balance of power. The jury only attaches great importance to having the same soles. For this purpose two sets of the brand new, super sticky Pilot Racing tires from Michelin are ready.
But before they can chase times, the pilots have to familiarize themselves with Imola’s unconventional course. Uphill, downhill, hilltops that only give an idea of ​​the further course of the route until the last moment, brutal alternation between super-fast arcs and tight chicanes – no, no, take a look first and get used to the two fundamentally different characters of our sports equipment.
Ducati 996 SPS: has been setting the tone in the Suberbike World Championship for years and only refined with a little fine work for 1999. This includes the change from the classic three-spoke to five-spoke Marchesini wheels and a revision of the front brake system. A new hand pump, thicker steel brake discs and modified brake disc adapters should finally nip the annoying criticism of the Brembo system in the bud.
As if guided by an invisible hand, the 996 goes on its way. Once the desired line has been targeted, it can hardly be disturbed by anything. At most, an abrupt change of direction, as it happens again in front of the Alta variant. The chicane in the upper part of the route, which can be seen extremely late, requires precise turning and lean changes at lightning speed while at the same time crossing the six centimeter high curb. This is where the proverbial Ducati stubbornness makes itself felt negatively. If you don’t have the narrow ideal line in your sights right from the start, you will find it difficult to hit it by making corrections. The momentum is the devil, the round messed up.
The R7 also turns out to be a true master of the fast arcs, but reacts much more friendly and forgiving to sudden course corrections. The handlebar stubs, which take a bit of getting used to, help here: The large lever makes it easier to convert the steering forces into changes of direction. In addition, there is an incredibly direct feeling for the front wheel. Like a rail vehicle, the heavily front-heavy R7 bends around the tightest corners on the front wheel, pulling the rear of the vehicle like a locomotive behind its freight wagons. This front-heaviness makes for a sometimes quite adventurous wagging rear when braking hard, but this neither affects the safe feeling, nor prevents merciless angling of the R7.
The Ducati is different. More evenly balanced, the load seems to shift far less to the front wheel when turning. One reason for this is the fact that even with the new braking system there is still no flower pot to be won against the brutal Yamaha stoppers. Still too spongy in the pressure point and with too little bite there is a lack of confidence when braking. So you better remember to make up for lost ground with high cornering speed and a fluid driving style.
And it is precisely this driving style that suits the Italian V2. With impressive thrust already from the lower rev range, the gas can be drawn up shortly after the apex in a maximum inclined position. Sneaky, sudden slides are completely alien to the 996. Rather, she loves to draw meter-long black lines on the grippy asphalt at the corner exits in a light slide. Hectic switching maneuvers don’t have to be. The usable speed range, which extends from 4000 rpm to just before the 11000 mark on the rev counter, is far too wide. Add to that this deep, powerful baritone from the two racing mufflers: Italian heart, what more could you want?
Maybe the sound of a miniature F1 car. This is what the R7 sounds like: rough but without metallic rattling, snappy but without annoying screeching, hoarse but without appearing cold. The ultra-modern four-cylinder can only be driven smoothly from 6000 rpm. The right thrust presented itself from 9000, and the working speed at racing speed soon settled between 10,000 and 14,000 rpm. So not for the faint of heart. The R7 aggressively pulls its passenger out of the corner in order to catapult him onto the next one with brutal force. This has nothing in common with leisure on the Ducati: Here you have to shift gear with pinpoint accuracy, straighten the load early after the curve and just don’t pull the throttle too hard.
After a huge number of “practice laps”, things are slowly getting serious for the two thoroughbred racers. After MOTORRAD tester and thoroughbred racing driver Markus Barth had already pulverized all the existing records of our Italian colleagues who were present while “rolling in”, he burned a whole series of fast laps with the Yamaha R7. At 1.59.585, according to his colleague Corsetti from the Italian magazine MOTO SPRINT, it is a whopping two seconds faster than the best time so far that was driven with a production motorcycle (Ducati 996 SPS) here in Imola. Bravo. Markus is enthusiastic about the tight yet beautifully appealing suspension elements brand Ohlins, the super-easy handling and the aggressive engine of the R7.
Not an easy task now waiting for the 996. When it comes to braking, it doesn’t cut the best figure and the front wheel also tends to stamp in the undulating braking passages due to the softer basic tuning of the Showa fork. In the light barrier at the end of the rather short start-finish straight, the Ducati achieved exactly the same value as the more toxic-looking R7 with 229.3 km / h. And the lap time? Yes, it’s even better. With 1,59,399 minutes the PLC makes the impossible possible. The R7 hits with all the toughness of the sport, you only have the place of honor. In any case, the overall concept of the Yamaha deserves more than this. It fits seamlessly into the image of the R family without diluting its own character. Uncompromising, powerful and expandable.
And Ducati has once again given the lie to all those who wanted to put aside after many successful years as an exhausted concept. It is still the first choice in the sports arenas of the world, even if only a small part of the fan base understands how to use its true potential.
W.he cannot or does not want to do that – and whoever lacks the pecuniary access authorization, the market offers cheaper Superbike representatives. That’s why we immediately accepted the invitation of our Italian colleagues to take part in a merciless endurance test with four of these bikes. With a different number sausus. Please turn the page.

2nd place – conclusion Yamaha R7

Place 2 The chances were good for the R7. Well-balanced performance ratio, the same tires and a track that suits the brilliant handling of the Yamaha. But it wasn’t quite enough. Nevertheless, the R7 is the reference of the four-cylinder and anything but a loser.

1st place – Conclusion Ducati 996 SPS

1st place: The SPS is ahead by a hair’s breadth. Her inimitable V2 drive with the easily controllable but powerful thump from below and the enormous cornering speeds that the stiff chassis allow, give her the decisive advantage.

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