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Ducati Desmosedici RR, touchdown (dynamic test and photo gallery)
Ducati Desmosedici RR, touchdown (dynamic test and photo gallery)

The first thing that impresses from the Ducati Desmosedici RR is its size. You imagine a small motorcycle but nothing is further from reality. Is long but this sensation increases more because it is very low in its frontal part.

Here we do not think of a dome that protects us when we drive on the road, but rather it is designed so that you literally throw yourself behind her, with your chin glued to the tank, while you gas like crazy down the Mugello straight … uiss, I think I've overreached.

Once uploaded to it the same sensation that the notes at its controls gave you from outside. Cwith my height I perfectly lame. Sure, the handlebars are low, the butt is high, and the knees are bent, but we're still talking about a racing bike, right? I think nobody expects something different.

Ducati Desmosedici

You pull it up to lift it off the side leg and are impressed by the feeling of lightness. With all the full ones it will walk by the almost 190 kilos but they have not been noticed. You pick up the kickstand that is highly integrated into the fairing. So much so that if you want to take it out again, the best thing is to do it with your hand because practically with your foot you cannot: because you cannot see it and because it has almost no where to hook it.

We turn the key and press the start button, which here it doesn't work like the rest of motorcycles, let me explain: on any motorcycle, you press the button and after one or two seconds, without accelerating, the engine starts to turn and is stabilized at idle. In the Ducati Desmosedici RR, everything is more about racing.

When you push the button, the starter motor starts cranking, sounding almost like it's out of battery. But nothing happens. What is there to do? Go little by little opening the gas fist and you will notice how the four cylinder in V begins to cough and throb until explodes in a bellow that overwhelms your heart.

Ducati Desmosedici

Time to get in first and try to get out. And I say try because if you think to get it without speed it past three thousand laps Before you wear it dodgy (the instrument panel reflects it very well). It will sink in you. Repeatedly. You have no choice but to turn it up and release the clutch without causing the engine to decay. In the same way that we heard the MotoGP leave in the pit lane, almost as if they were burning the clutch.

What is the first thing we notice about her? That is hollow. How? Indeed, if they tell me that the motorcycle does not have anything under the fairing, I believe it. Literally there is no running weight, it feels like a faired bike that instinctively falls to one side or the other.

We face the first curves with caution, trying remember how much money we have in the bank and if they would grant us another credit to pay the 66,000 euros that a new one cost in case of having any mishap. Better not think about anything but the road.

Ducati Desmosedici

We open gas as soon as we face a straight. From 5,000 to 8,500 approximately it feels full, but at the same time there is something else underneath. You keep speeding up and when you pass 10,500 the power delivery is overwhelming. The bike literally tries to get out from under your body and leave you sitting on the road.

You hold on tight and go up a new gear. God, the kick is brutal when you hit gas again. If this is half of what Troy Bailyss and Loris Capirosi felt at their controls, I admire them even more, them and any MotoGP rider.

We get to a corner, faster than we thought and we have to pull the anchor, literally because on this bike there is no braking: the asphalt crumples under the wheels. In my life I have tried brakes with such a fine touch and such brutal power, and I have tried a lot of motorcycles. But this brake equipment, for use on the road, is in another dimension.

Ducati Desmosedici

It has so much deceleration power as soon as you put in a bit of force that I had to accelerate to get to the corner as I had almost stopped earlier. What scared me the most was to think that This brake equipment is what they use in the wet. But are we crazy or what? How much do carbon brakes then? What are my eyes doing in the dome?

We walked around the bend and that feeling of lightness that we mentioned is increased by how fast it falls in it looking for the vertex. So much so that again we have to change the chip and delay all our habits because otherwise we will enter the curve early.

Address changes are immediate and it seems to be the Ducati Desmosedici RR the one that takes you from one place to another and not you to it. After a few kilometers we return and return it to its rightful owner. It is a motorcycle that engages but that you treat with so much respect that you feel calmer when you have left it parked and everything has gone well. The important is keep the memory of having been one of the lucky ones to try one.

Is it worth the Ducati Desmosedici RR really what does it cost? Yes, without a doubt. Only the materials, the finishes, the components, the set itself cannot be valued with the 66,000 euros that had to be disbursed from that one. Its real value is much higher.

Ducati Desmosedici

You can imagine the movies you want, take a Yamaha R1 and build it to the teeth for less money. But I'm sorry, you will not have a street MotoGP, but a ready-made motorcycle, plain and simple.

By the way, this Ducati Desmosedici RR and its rightful owner has already exceeded the 50,000 kilometer barrier with it, many more than some will do. And almost entirely by road. I take my hat off.

Ducati Desmosedici RR technical sheet:

  • Motor:
    • Type: 4-cylinder in L, 86 x 42.56mm, 13.5: 1
    • Displacement: 989 cm³
    • Power max. dec.: 200 hp at 13,800 rpm
    • Torque max. dec: 11.8 Nm at 10,500 rpm
  • Transmission:
    • Clutch: Dry multi-disc
    • Change: 6 speeds
    • Transmission: Chain
  • Suspensions:
    • Front: Ohlins FG353 P pressurized 8 (PFF) inverted fork, adjustable in compression, rebound and preload
    • Rear: Ohlins monoshock, with adjustments of the hydraulic reinforcement, at high and low speeds of compression, as well as in rebound, and regulation of the preload through a coaxial hydraulic press of the shock absorber
  • Brakes:
    • Front: 330mm double discs with 2 radially mountable Brembo monoblock calipers and 4 34mm pistons
    • Rear: Single 240 mm disc with 1 caliper and two 34 mm diameter opposed pistons
  • Wheels:
    • Front: Marchesini Forged Magnesium Alloy 7,120 / 70ZR17M / C (58W)
    • Rear: Marchesini Forged Magnesium Alloy 7,200 / 55ZR16M / C (77W)
  • Assessment:
    • Engine: 10
    • Stability: 10
    • Suspensions: 10
    • Brakes: 10
    • Aesthetics: 10
    • Finishes: 10
    • Rider Comfort: N / A
    • Passenger comfort: N / A
    • Average rating: 10
    • For: All
    • Against: None
  • Price: 66.000 €

Thanks again to Mayte already Jot for the photos and of course, the owner. By the way, after trying the Fryer I hope you will leave me the Luci to pay a well-deserved tribute.

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