Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128335
2005 Ducat; 999R '---------------------- - - - - - - - - - - - porates two valve recesses per side as opposed to the four individual recesses of last year 's pistons, which shaves piston weight. A new, lighter crank features more ae rodynam ic flywheels and a new oiling path to the jo urnals, the latter red ucing the num ber of plugs required to cover the holes left by the machining process. The to p- and bottom-end changes add up to a 23 percent flow increa se thro ugh the e ngine, according to Ducat i engineers . For more power and better throttle res po nse, new 12-hole injector nozzles have been fitted to the EFI. What goes fast must slow down, and the 999R's twin 320mm Brembo radialcaliper brakes fit the bill perfectly. Offering pure stopping power and great feel - so long as you get the adjustment right at the lever - the Brembos make it a whiz (if you've ever listened to them, you'll know that's a pun) to get the 999R hauled down from speed after you realize that the bike's sneaky output has shoved you past your brake marker. Like a real road racing rear brake should , the 240mm Brembo on the rear isn't overly powerful or touchy so as to lock up the rear end . Stability is a hallmark of the 999R, and that goes double for its Trellis chassis, which is unchanged from last year 's vers ion save for a lighter swingarm that is said to be 27 percent mo re rigid than the '04 version. Seasoned 998 lovers may still whine about the 999 's longish reach to the bars (presumably because the 999 's tank doesn't poke you in the belly like the 998 did), less-planted front-end feel and heavier initial turn -in, but from midcorner on , the 999 is the better machine, and it still turns as quickly as most open-class bikes out there, with plenty or stability when heeled over. The chass is also sports an adjustable rake feature that allows riders to tailor the 999R's turning response to their needs. As you might expect, the suspension on the 999R is top shelf. Up front is a fully adjustable 43mm Ohlins fork that has been improved several ways. The fork features a new damping system and a topout spring that eliminates metal-to-metal contact at full extension, such as when accelerating out of a corner. A new spring guide system also cuts down on internal friction and makes for less debris in the oil and thus longer maintenance inte rvals. Front-wheel travel is 4.7 inches. Out back, the Ohtins shock absorber is identical to last year's unit, offering S.Oinches of rear-wheel trav el. On the track I had no complaints with the rear end , although it did take a few attempts to dial in the fork to a level where I was comfortable. The most noticeable trait was the fork 's tendency to pogo when coming off the corner, something that we would attribute to the topout spring. Ducati personnel softened the fork spring SPECIFICATIONS 2005 DUCATI 999R $29,995 Liquid-cooled L-lWin, Desmodrom ic timing, 4 valves per cylinder DISPLACEMENT 999cc BORE X STROKE 104 x 58.8mm COMPRESSION RATIO 12.45:1 CARBURETION EFI wI 54mm thrott le bodies, 12-hole injectors IGNITION Electronic CLUTCH Multiplate , dry LIST PRICE ENGINE TYPE TRANSMISSION .Six-speed STARTING SYSTEM Electric FUEL CAPACITY .4. 1gal. WHEELBASE 56.8 in. RAKE/TRAIL 23"/9 Imm - 24"/97mm SEAT HEIGHT 31.2 in. FRONT TIRE 120/70ZRI7 REAR TIRE 190/50ZRI7 FRONT-WHEEL TRAVEL .4.7 In. REAR-WHEEL TRAVEL 5.0 in. FRONT BRAKE (2) 320mm disc, wI radial calipers REAR BRAKE 240mm disc FINAL DRIVE Chain CLAIMED DRY WEIGHT 398.2Ibs . preload by taking two rounds o ut to help turn-in, but also increased both the compression and rebound damping to red uce the boing. With that , I had a suspension package that 1was happy w ith, although if I'd had more time on the trac k, I know that the 999R could be made better still. As it was , the trick Ohlms did an amazing jo b or taming track undulations, particularly through the fast and bumpy right-handed turn 10. Stylewise, there's simply no mistaking the Ducati for any other Italian motorcycle, let alone one from off "the boot." Being a hardcore 9 16-998 fan, I was flabbergasted when I first saw the 999, but over time I have grown to appreciate Pierre Terblanche's artistic vision for the bike as much or more than the Massimo Tamburini-styled 916. And with the 999R (and 749R), Ducati has really clinched it for me with the elimination of the upper flow conveyors on the R's carbon fiber fairing. The change gives the 999R a more streamlined, more flowing, more Italian look. I think that Ducati should make the change to all 749s and 999s across the board. Then again, the fairing is one of the many trick items that separate the 999R from its nonracing siblings... Well, that and the nearly $30K price. Unless you want to bend over backwards to impress your pals at the local burger joint during sportbike night, the elite 999R isn't worth the cost for general street use. But if track days are your th ing, and you're serious about own ing the best Ducati 999 available, then this is the bike for you. eN 52 AUGUST d, 200d • CYCLE NEWS 40th Ann iv er sa ry