World Exclusive! Ducati 999 Superbike
WORLD EXCLUSIVE! DUCATI 999 SUPERBIKE
ROUNDUP
THE WAIT IS OVER. IN THE eight years since the 916 was introduced, speculation has grown over what the next-generation Ducati Superbike would look like. Now we know. These factory-provided photos show a sharp-edged machine that more resembles a Supermono or a Supersport 900 than the decidedly organic 916/996/998.
That should come as little surprise, really, because whereas the 916 was designed by Massimo Tamburini during what are now referred to as “the Cagiva years,” the 999 is the brainchild of current Ducati design head Pierre Terblanche, who penned both the Supermono and current i Supersport 900. | Br
Though information is scarce ^ at this early stage, the 999 appears to be more a redesign of the existing 998 than a totally new concept. Said to have been '* created in concert with the recently revealed Desmosedici MotoGP bike, it’s meant to be aerodynamically efficient, narrow and low, and features innovative “air conveyors” on the upper and lower fairings. The louvers A on either side of the stacked ^ polyellipsoidal headlamps are bifurcated, the top halves routing air around the rider and the screened bottom halves feeding the airbox. And the lower fairing
is fitted with large vertical air^ foils on either side of the radiator opening to smooth airflow over the fairing sides. Also helping aerodynamically are the integrated mirrors/turnsignals, •»which are said to be easily removable for track days.
A key component in motor; cycle aerodynamics is the rider’s ability to tuck in behind I the fairing. To help in this regard, the seat/tank unit of the monoposte) machine slides fore and aft to accommodate riders ; of varying heights (the two-person seat on the biposto version will be non-adjustable). The footpegs, foot and hand controls also are adjustable.
Despite its nomenclature, the 999 is said not to be powered by the latest 999cc evolution of the Testastretta engine as employed on the current 998R racebike. Instead, it makes use of the standard 115-horsepower 998cc version, updated with improved horsepower and torque curves and a simplified mechanical layout that is said to increase valveadjustment intervals-good news for Ducati fans.
The exhaust system is asymmetrical, the twin pipes of different diameters and lengths to simulate an equal-length system, and terminating in a stylized version of the Desmosedici's dual-outlet muffler. Equipped with an environmentally friendly catalytic converter, the muffler is located in the traditional 916 poI sition under the tail, and as on
the MH900e extends past the end of the plastic tailpiece, with the taillight, turnsignals and license-plate bracket hung beneath it. The distance between the exhaust pipes and the rear tire is said to have been maximized to help keep the tire cool.
While the frame is Ducati’s I signature steel trellis with adjustable steering head, the new aluminum swingarm is a significant departure. Double-sided, and asymmetrical, it’s equipped with trick, pin spanner-style chain adjusters. Suspension is the usual Showa/Öhlins cocktail, brakes are Brembo, wheels arc Marchesini and tires are
Michelin Pilot Sports, the rear a fat 190/50ZR17.
Much attention was paid to ! simplifying the 999’s layout with the aid of computer de; sign, and as a result it is said to have approximately 30 percent fewer individual parts than its predecessor. That simplifica¡ tion also reputedly eases maintenance, so that routine jobs now take less time-a boon for owners and mechanics alike.
So far, there is no word on price or availability. But by the time you read this, we’ll have ridden the bike in Italy, and will publish a report in our October issue. -Brian Catterson
