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Evolution is ruthless. The reign of the dream inspirers of the 748/916 tandem is coming to an end. Objects of desire and fantasy for the common man or demanding and temperamental sports for professional pilots like leeks, the divas slip away for the benefit of their descendants. Aesthetic change and other upheavals for the 749/999 duo. The 748 was the clone of the 916, the 749 perpetuates the tradition and recovers the chassis and refinements of its big sister 999. Only the engine changes but it benefits from the famous Testatretta cylinder head and new engine ratings. To the eye, apart from the sticker on the fairing blanks and the one cm narrower tire, it is impossible to tell the difference between a 749 and a 999. It looks for the best. Let’s take a closer look: The same tubular trellis frame of the 999, inverted fork, Sachs rear shock, Brembo gold series brakes, adjustable steering column angle … The S version pushes the refinement to the extreme by offering adjustable footrests and saddle-tank assembly. The mere reading of the technical sheet could be enough to mistake oneself for Bayliss. And like the 999 compared to the 998, the 749 changes the situation for ultra-sporty Ducati: the old one required grip to turn, the new one runs more easily, still combining rigor, stability and precision but the machine seems much less heavy to place than the previous generation. The twin allows you to take full advantage of this incisive behavior. You can add the sauce without fear when exiting a turn, the 749 remains stuck on its trajectory, guided wonderfully by its very precise front axle. We knew the engine of the 748 particularly temperamental: hollow before the 7000 trs then brutal above. The new kid is appreciated differently; flexible, voluntary from 5,000 revs, it grows very gradually, with power and rage up to 10,000 revs – the switch cuts at 11,000 revs but we will have already passed the next gear. If its behavior is exceptional on the circuit, the Italian diva still lacks watts compared to the 4-cylinder competitors – the twin is however much more pleasant.
As usual, the price hurts and turns out to be more than 1000 Japanese. What does it matter: the 749 offers a pleasure of piloting – so Latin and so exhilarating – even superior to the 999 because less demanding. The chassis is racking up praise and the equipment helps to digest the muscular price somewhat. Today like yesterday, a Ducati remains marginal and deserves – although the piloting of the machines of the Bologna becomes more “accessible”, the pleasure remains intact. To give it more taste and potential, Ducati took advantage of 2005 to increase engine power by 5 hp. The twin now spits 108 hp. The torque is also revised upwards with a ceiling of 8.2 mkg. The 749 also takes the opportunity to review its fork crown: like the 999, it gets rid of its upper ventilation louvers for a more refined appearance. The machine itself undergoes a draconian regime with a loss of 9 kgs at the end of the day.
Since 2004, there is a Dark version. The finish is less polished but allows the price to be lowered by € 1,340. The appearance is a little less flattering but the essentials are preserved.
What you must remember
Themore
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Prices
13,295 €
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Opinion
on 8 opinion
users
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Replaces
748 2002
Model marketed in
2003
2004
2005
2006
2007
Performances
-
Max speed:
255 km / h -
Acceleration
0 to 100: 3 s -
Consumption
medium: 8.10 l
The technical aspect
Ducati 749 2005
- Frame
- Frame: steel tube trellis
- Tank: 15.5 liters
- Seat height: 780 mm
- Length: 2,095 mm
- Height: 1,090 mm
- Wheelbase: 1,420 mm
- Dry weight: 188 kg
- Weight in running order: 202 kg
- Train before
- Telehydraulic inverted fork Ø 43mm, deb: 125 mm
- 2 discs Ø 320 mm, 4 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Final chain drive
- Rear axle
- Mono-shock, deb: 128 mm
- 1 disc Ø 240 mm, 2 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: Liquid cooling
- Injection Ø 54 mm
- 2ACT desmodromic
- 4 valves per cylinder
-
748 cc
(90 x 58.8 mm) -
108
ch
at 10,000 rpm -
8.20 mkg
at 8,500 rpm - Weight ratio /
power
: 1.74
kg / hp - Compression: 11.7: 1
- Crit’air:
- Clampable motorcycle at 34 hp for the old A MTT1 license – not guaranteed for the A2 license
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Honda CBR 600 RR 2005
Kawasaki ZX-6RR 600 2005
Suzuki 600 GSX-R 2005
Triumph Daytona 600 2005
Yamaha YZF-R6 600 2005
Gallery
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