2005 Ducati 999r
2005 DUCATI 999R
A Superbike for America
What does it take to stay on top of Superbike racing? One key element is refinement, and for the 2005 model year, Ducati has done just that with its flagship 999R.
Why bring out the '05 model so early? Simple: Racing rules required it. When Ducati Corse decided to ramp up its involvement in the 2004 AMA Superbike season with Eric Bostrom and the Ducati Austin team, they needed to produce a bike to suit that series' technical rules, which are slightly different than those in FIM-sanctioned World Superbike competition. Actually, they needed to produce 300 bikes for the North American market, the minimum figure specified by the AMA's Superbike homologation requirements.
Changes were made on two fronts. First, the louvers in the upper fairing that help support the rider's torso at speed were filled in for better aerodynamic effi ciency; racers don't sit up on the straights, after all. And second, the short-stroke Testastretta engine (104.0 x 58.8mm, compared to the standard 999's 100.0 x 63.5mm) was upgraded with higher-lift cams, larger titanium valves with cone-shaped retainers,
reshaped combustion chambers, highercompression pistons, a new crank and 12-hole showerhead fuel-injector nozzles. The result is more power everywhere, with peak output reputedly increased to 150 bhp, up from 139 on the '03 model.
Ducati invited the world’s motorcycling press to sample the 05 999R at Laguna Seca Raceway on the eve of the combined AMA and World Superbike rounds (see Race Watch, page 88). A better bike on which to learn the notoriously difficult track would be hard to imagine, because even in R-model trim, the 999 is eminently user-friendly.
Aside from a tendency to wheelie off firstand second-gear corners, the low-
revving V-Twin always gives the illusion that you’re going slower than you are. Eric Bostrom called it “sneaky fast,” which fits. Compared to the standard 999, the R-model is infinitely quickerrevving, with a noticeably narrower powerband. There’s not much point in letting the revs drop below 7000, and with peak power now chiming in at 9750 rpm (250 rpm lower than before), you need to shift early and often or risk running into the rather abrupt rev-limiter.
The other bugaboo was engine braking causing the rear wheel to chatter while downshifting. This situation could be improved with the slipper clutch from the 749R, but that bike only comes with one because Supersport rules dictate the use of the stock clutch; in Superbike, you’re free to change it. Still, for $29,995...
High price notwithstanding, the 999R is now more than ever the closest thing to a World Superbike that money can buy. And while we lesser mortals may snicker about its MSRP, there is no shortage of well-heeled buyers; at presstime, more than half of the 300 units allotted to North America had been sold, and the bike hadn’t even been formally announced yet!
Brian Catterson
