Long-Term Wrap-Up
DUCATI 999
Long-Term Wrap-Up
SUPERBIKE SOJOURN
AND SO AS HOMER COMPLETED HIS Odyssey, so too has our long-term 999 finally gone back to Ducati. And in hardly less time: We had the Testastretta-engined superbike for two years. Why such a long, long-term test? Blame it on gravity and a protracted repair process. Hey, we’ve been busy!
Things looked rosy in the beginning. While opinions of the 999’s styling were divided, there’s no denying how well the bike works. We rode our long-termer primarily at track days, but also made pilgrimages to the annual Superbike races at Sears Point and Laguna Seca. And we found it to be more comfortable-or at least less uncomfortable-than its predecessors, even with the adjustable footpegs set in their highest position. Our only comfortrelated addition was a Zero Gravity Double-Bubble windscreen ($80) that gave us a bit more protection while sitting up.
While the stock suspension settings worked fine on the street, we quickly reached the limits of adjustment when running sticky race mbber (Pirelli Super Corsas and Diablo Corsas mostly, though we also tried Michelin Pilot Race radiais) at the track. A visit to Race Tech for the installation of Gold Valves front and rear ($667 total) let us mn the adjusters closer to the middle of their range.
Though many 999 owners reported lowering their gearing to allow brisker acceleration, we left ours stock. We also ran the stock brake pads until near the end of our test, when we replaced them with Galfer Greens ($108).
Not that we didn’t have problems. As documented in our Long-Term Updates, the 999 got knocked over in a parking lot, sustaining minor cosmetic damage and pranging its clutch. And to think some owners replace the stock aluminum cover with flimsy carbon-fiber! To prevent that from happening again, we hit up Evoluzione Cyclesport (www.evoluzione.net) for one of their Competizione clutch kits ($250), which includes a billet-aluminum clutch-hub stabilizer plus a hard-anodized billet-aluminum slave cylinder that eases lever pull.
While we had the cover off, we installed a Barnett Kevlar clutch kit ($158) that includes plates and springs, plus a billet-aluminum basket ($249) with stainless-steel inserts that help prevent gouging by the clutch-plate drive tabs.
Clutch repaired, and with mileage having surpassed the specified 6200, we trucked our 999 to Southern California Ducati for its first scheduled service ($520). While it was there, technician Eric > Beaman installed a Ducati Performance exhaust and chip ($ 1820), which begs the question: How do you pronounce Termignoni? However you say it, it gave the VTwin noticeably more oomph and improved throttle response while eliminating the hot-and-heavy, catalyst-equipped stocker.
As soon as I sat in the saddle, I knew my 999 was worth every penny. Everything said about the bike is true. -Alex Ma British Colombia, Canada
We’d like to be able to tell you exactly how many miles we racked up on the Nove Nove Nove, but the best we can do is make an educated guess. A sporadic electrical hiccup saw the “check engine” light illuminate and the speedometer read zero mph even when the bike was in motion. Inquiring about the issue evoked various “cures” ranging from checking rear-axle torque (because the speedo pickup is on the rear wheel) to ensuring that all electrical connections were snug. But every time we went to investigate, it stopped happening-for a while. Ducati replaced the dash on a handful of ’03 models under warranty, so maybe we should have gone that route instead of trying to “fix” it.
The only other problems we had were a bent kickstand ($173), which likely resulted from us tilting the bike up onto it while lubing the chain, two broken leftside heel guards ($20 apiece) and a jettisoned right-rear tumsignal lens ($24). Oh, and then there was the small matter of our Executive Editor’s ex-girlfriend highsiding at Laguna Seca, which ultimately resulted in the fine homage to Neil Hodgson’s 2003 World Championship Superbike you see here.
“Controversy” was the 999’s middle name when it debuted two years ago, but we’ve never seen what all the fuss was about. Parked at the end of a long row of previous-generation Ducati Superbikes at the press intro, the 999 looked like a natural evolution of the breed. We loved our long-term testbike and we love it even more with its racy new paint scheme and its few shortcomings addressed. We’re going to miss it-at least until we get a 2005 model with the 140-horsepower S-spec engine and braced swingarm!
I reluctantly chose to buy a 999 instead of fixing my belovedbut-crashed 996. Now, I have absolutely no regrets as the 999 performs better in every way and draws a crowd and thumbsup from other riders every time I park it. -Richard Buccigross San Diego, California
$17,695
*excluding tires used at track days
Quotes from the logbook
Brian Catterson
Riding the 999 the 1000 mites to Sears Point and back was a real eye-opener. Ducati's latest and greatest Superbike really is a generation ahead of the old one.
Mark Hoyer
Using the tri-nine as a commuter is sad. it's true, but no complaints between my garage and CW HQ. It ran flawlessly, smoothly, and is so narrow that slicing though traffic is easy.
Mike Monticello
Ducatis have a certain sex appeal that isn't associated with your average sportbike. Guys think you're coot and girls who might not normally give you the time of day are suddenly interested.
