Presentation of the Ducati Desmosedici RR

Presentation of the Ducati Desmosedici RR

Presentation of the Ducati Desmosedici RR


It’s finally here, the first MotoGP replica for sale. Ducati launches the Desmosedici RR and asked for a ride to Misano. The curiosity was huge. But then

RUMMS. The garbage can flies against the pit gate with a tinny thump. Petrus must be in a pretty bad mood.

There is no other explanation for the storm that is raging through the paddock in Misano with pounding rain. It is to cry for. Three D.ucati Desmosedici RR, or D16RR for short, are fueled and prepared in the pits, the tire warmers roar, and the air smells of warm rubber, gasoline and great expectations. After all, the most powerful production motorcycle of all time and at the same time the first real offshoot of a MotoGP racing machine wants to make its calling card. And outside, torrents pour down through the pit lane.
On this day, longing looks and sitting rehearsals must remain. And a deep look into the technology of the beguiling racing offshoot. This beauty breathes the technology of GP machines from every pore, every screw, every detail. It seems as if a handful of eager engineers mounted lamps and mirrors on Capirossi‘s 2006 bike. But where do you start? With the chassis? The tire? The heart, the potent V4? Let’s just start with the outside. There are hardly any differences to the GP06 racing machine. As a result, the D16RR also benefits from the work in the wind tunnel, which helped the factory riders achieve their superior top speed on tracks such as Barcelona or Mugello. The material for the robe? Carbon fiber laminate, exclusively. And not only that: every cover, every cover, every snippet from the fairing carrier to the license plate holder, everything made of carbon. The icing on the cake, however, is the carbon fiber hump. As a monocoque self-supporting, it does without a rear frame. Unique for a production motorcycle. What we will discover more often in the course of this voyage of discovery.
The lattice structure of the frame is unmistakably Ducati. And yet the D16RR chassis is completely different than usual. Four different types of pipe, depending on the application with special diameters and different wall thicknesses, are interwoven with the finest weld seams and result in a rudimentary frame that is not only 1.8 kilograms lighter, but also has 85 percent more torsional rigidity than a 1098 chassis and In contrast to the superbike, it has an adjustable steering angle. In addition, he does not grasp the engine by the housing, as is usual with Ducati, but by the cylinder heads.
The massive swing arm with its huge profiles offers 35 percent more rigidity than the swing arm of the 999 R with a ten percent higher weight. However, it does not have the enormous length of the GP swing arm, at around 56 centimeters it is ten shorter.
The GP rocket converts the swing arm length into a longer wheelbase, while the D16RR, at 1430 millimeters, is as short as a 1098 or Kawasaki ZX-10R. But these do not have the exquisite steamer goods with which the Desmosedici is garnished. As with racing motorcycles, Öhlins spring elements ensure that the chassis quality is appropriate to the species. A conventional damper is used at the rear, equipped with a relatively soft, but hardly pretensioned 80-kilogram spring. For reasons of space, the shock absorber has its reservoir below. Hydraulic spring preload and separate high / low-speed compression stages are on board. Delicious, right? But it gets even better. Namely in front. There is a gas pressure fork there. It may have to do without the carbon fiber stanchions of the MotoGP Ducatis, but that can be tolerated.
After all, such a part is unique in a production motorcycle, especially since it has exactly the same technology as the 2006 Superbike forks. The gas pressure is six bar. The right bar carries the adjuster for the rebound damping, the compression adjusters are in the left. The? Right, there are two. The main valve for the damper piston is at the top, a second valve, which regulates the oil flow in the direction of the expansion tank and must be set in the same way as the main valve, in the fork base. Even when pressing while standing, this piece of cream gave a hint that the coordination with 10.5 N / mm springs and a tightly designed pressure level is on the tight side. Without any noticeable breakaway torque, delicately slipping, the first gentle spring movements. Hot.
Stiff frame, stiff swing arm, top spring elements and brakes with one-piece monobloc radial pliers that bite into huge 330 mm discs. All of this serves only one purpose: to keep the derivative of a MotoGP engine that is going to rage under control. 188 HP in street trim and 200 with the racing exhaust and control unit included in the purchase price of 61,500 euros must be tamed according to Ducati.
Such violence from 989 cm is only possible with top-class racing technique. The 90-degree V4 is more compact than a 1098 twin and is only two and a half kilos heavier. The oil pan and all engine covers are made of magnesium, the Pankl connecting rods and the valves from Formula 1 supplier Dell West are made of titanium. F1 technology also characterizes the box pistons with their extremely short shirt. All of this reduces the oscillating masses of the V4, which is limited at 14,200 rpm, for the lowest possible mechanical loads. However, it would not be a MotoGP offshoot if it were a completely normal V-four-cylinder. As a result, it does not ignite at regular intervals, but rather, based on the twin-pulse principle of GP motorcycles, has narrowed the work cycles. A crank pin offset of 70 degrees results in an ignition sequence of 0, 90, 290, 380 degrees, followed by a recovery phase for the tire of 340 degrees of crankshaft rotation. A “normal” V4, on the other hand, ignites at 0, 90, 360, 450 degrees and then pauses for 270 degrees.
To ensure that the crankshaft with its extremely small crank webs can cope with the stress, hardening takes place through gas nitriding for 50 hours. Even if the racing crankshaft takes over 70 hours, this is an extremely complex, expensive and rather unique procedure for a production motorcycle.
The greedy V4 is fed from the central twelve-hole injection nozzles that are enthroned above the 50 mm throttle valves. One throttle valve per cylinder is sufficient. Operated via the throttle cable. No electronic antics, no drive-by-wire, no traction control or power reductions in the lower gears. The pilot is the boss. If he wants full throttle, he gets full throttle. On the one hand, this saves costs and, on the other hand, it is refreshingly straightforward. Still, the Ducati Data Recording System is on board. No electronics ensure a stamp-free rear wheel, but mechanics in the form of an anti-hopping clutch. The rough surface of the motor housing comes from the sand casting preferred for small series. The upper half of the housing and the cylinder are cast in one piece. The resulting rigidity of the housing allows the motor to function as a load-bearing element.
And who should bring the violence of 200 hp to the ground? Bridgestone has brewed a very special glue with the BT-01 and poured it into the shape of a 200/55 roller with a diameter of 16 inches. The first on a production motorcycle. Its balloon-like shape is reminiscent of the 16.5-inch GP rocket. However, it is street legal and is supplemented by a 120/70 front. The skins are not cheap, of course. The 200 will tear a 70 percent bigger hole in the battered wallet than a profane 180. The extraordinary tires are set around no less exclusive forged magnesium wheels from Marchesini, officially with the blessing of the registration authorities. This is ?? You guessed it? unique for a production motorcycle.
Suddenly a brutal outcry goes through the box, a desolate roar, a D16RR has come to life. If you can’t drive it, at least listen to it. And heck, the thing, equipped with the racing exhaust, sounds like a MotoGP bike, responds in a flash with a harsh bark to the smallest twitch on the throttle. Goose bumps. How does she drive? Casey Stoner and Loris Capirossi were allowed to run the beauty the day before during the MotoGP tests. “Close to the racing motorcycle, on the other hand a 1098 looks like a nice street bike,” grins Capirex. “That reminded me a lot of my 990s.” Your potential on the racetrack? With racing tires five or six seconds behind the real MotoGP bikes, they both estimate.
In the next MOTORRAD we will definitely know how the rocket goes. Because while these lines are being written, the date for the test drive came. Mid September. In Mugello. The curiosity is all the greater after this day.

Data Ducati Desmosedici RR

water-cooled four-cylinder four-stroke 90-degree V-engine, two overhead, toothed belt-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 320 mm, four-piston Fixed calipers, rear disc brake, ø 240 mm, double-piston floating caliper.
Magnesium cast wheels 3.50 x 17; 6.25 x 16
Tires 120/70 ZR 17; 200/55 ZR 16

Mass and weight:
Wheelbase 1430 mm, steering head angle 65.5 (66.5) degrees, caster 98 mm, spring travel f / r 120/135 mm, tank capacity 15.0 liters.
Warranty three years
Colors red, red / white
Price including additional costs 61,500 euros

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