Hertrampf-Ducati 1199 Panigale RR in the test

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Hertrampf-Ducati 1199 Panigale RR in the test

Race bike worth 100,000 euros

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If money plays a subordinate role, tuners can draw on unlimited resources. The tester likes that, because he is looking forward to a real hit. As with this Hertrampf-Ducati 1199 Panigale RR.

The answer comes as tough as chewing gum. “We have changed a lot on this motorcycle, which of course costs,” says Denis Hertrampf when asked about the price of the racing bike based on a D.ucati Panigale S from. Finally he lets the cat out of the bag: “Pure conversion costs seventy-eight, plus the machine.” Uff, that’s right! Around 100,000 euros for a motorcycle? Are the cylinder liners made of gold??

Hertrampf-Ducati 1199 Panigale RR in the test

Race bike worth 100,000 euros

Low engine braking torque is reminiscent of two-stroke engines

This feature allows downshifting without the clutch. This works great because the Blipper automatically double-declutch. This allows the double R driver to fully concentrate on braking late and the perfect line when turning. On the other hand, we were somewhat less convinced by the extremely low engine braking torque, which is reminiscent of a two-stroke engine. "That is on purpose," explains the Superbike * IDM-experienced team boss, "it pulls the bike into corners when braking." Unfortunately, it doesn’t do that with the tester, on the contrary. The Duc runs a bit far because of the forced opening throttle valve at the corner entrance. Perhaps pulling into the curve is reserved for racing professionals, is a matter of habit or simply depends on the driving style.

With plenty of lard in the middle of the speed

The engine doesn’t care about the driving style – full throttle means full throttle! In this position the 1199 unpacks the hammer and marches like hell. Although it only runs really clean from 6000 rpm – here too, racing sends its regards – but then there’s no stopping it. To do this, it hangs perfectly on the gas, and the power can be accessed perfectly. "We haven’t changed anything on the engine apart from the timing and the mapping," explains Hertrampf. Of course, that doesn’t apply to the exhaust. Manifolds as thick as an arm transport the burned mixture to the open end pot, which blows it expressively outside. “We developed parts of the manifold system ourselves, even the factory is interested in them.” The test bench certifies the unit with 204 hp top-end power. But much more impressive than the top value is the way in which the V2 releases its punch: with plenty of fat in the middle of the speed!

Ducati 1199 Panigale RR weighs only 170 kilos

The extensively revised chassis is also impressive. Great cinema is, above all, how purposefully the specialist handles spring preload, damping and balance in order to tailor the setup exactly to the wishes of the tester. After the cure, the lightweight burns – the Duc weighs only 170 kilos with a full 23-liter tank – handy, precise and stable around corners. In addition, she remains calm when anchored and reports clearly on the adhesion limit of the front and rear wheels.

A small weakness, however, reveals the strut with a self-developed inner workings. Instead of shims, a valve regulates the complete oil flow of the compression damping, which should improve the response. Unwanted side effect: when you apply the throttle, the rear abruptly sits down at first, but then defies any further power attack by the engine. In order to perfect the otherwise excellent damping work, Hertrampf should do it again. When it comes to the finish, he doesn’t have to, because the Italian is perfect down to the smallest detail. This also applies to the numerous other changes that we unfortunately cannot list individually due to lack of space. So does she rightly wear the abbreviation “RR”? Yes it does. But where can you get 100 grand for such a Duc?.

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