Since we already have boats and tractors here in the hide-out, why not have a bike? Ladies and gentleman i give to you the Ducati 999.
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Two years after the “red-volution”, Ducati has advanced and improved every model in the Superbike family. Updates include not just restyling, but a whole series of major chassis and engine improvements to ensure that the 749 and 999 continue to lead the way in Ducati’s concept of sports motorcycles, making them more aggressive, faster and more competitive than ever. The new 999 has already been defined as “simply the best V-twin”.
It is innovative enough to stand apart from the competition. It is born to race. It is born to win.
The world’s most exclusive, most successful twin has donned new clothing. The new 999
is closer than ever in looks to the bikes that dominate so many SBK championships worldwide. And its characteristic tubular trellis frame now embraces an engine that was the exclusive reserve of the S series in 2004. This means that the 124 HP 999 of last year now produces an incredible 140 HP. The 999 is also lighter and boasts a new fairing that is more aerodynamic, as well as a new race-inspired swing arm that is derived directly from Ducati’s legendary racing machines. Ducati’s answer to the growing demand for ever more powerful, ever more race-inspired sports bikes has hit
this already tumultuous market segment like a bombshell. Ever since it was introduced two years ago, the 999 has inspired exponential growth in the Superbike scene and proved a fantastic success on the world’s racing circuits. In these last two years the 999 has been continuously updated with sophisticated technical solutions that have kept it constantly in front of the competition. Now, twenty-four months after the bike’s introduction, these race-inspired solutions have been applied to the production machines, even to the most basic model in the 999 family that acquires an even more unbeatable price to performance ratio as a result. The 2005 model 999 has improved
in looks, running gear and above all engine more than any other production bike.
The result is a machine that is perfectly in line with Ducati’s tradition of making production motorcycles as close as possible to official world championship bikes in looks and performance without renouncing the many details that guarantee excellent road-going ergonomics. Ducati is convinced that a real thoroughbred sports motorcycle need be neither demanding to ride nor uncomfortable. So with all its Superbikes, and with the latest 999 in particular, Ducati is intent on proving that comfort counts just as much as engine power and chassis efficiency.
The engine is the most evident area of innovation, as the spec of the new ‘basic’ 999 shows. The old deep sump Testastretta twin has been replaced in favour of the shallow sump unit, formerly reserved exclusively for S series machines.
The S series has always been the link between pure production bikes and pure race machines. The increase in power is dramatic and is one of the most important aspects of this extraordinary evolution (though there are many other important aspects too). The already impressive 124 HP from only a year ago has increased to a fantastic
140 HP (at 9,750 rpm) in the new entry level 999. But this is not all. Apart from becoming more powerful, the world’s most famous 90 degree twin has also become easier to ride and more fun, because the 10.4 kgm of torque of the previous version has risen to 11.1 without the slightest change in maximum torque engine speed, which remains 8,000 rpm. This tangible boost
to performance has not spoiled the environmentally friendly nature of the new engine, which still complies with Euro 2 emission control standards.
The power increase has been achieved by major improvements to an already advanced engine. The new engine features new cam profiles specially designed for a higher power and ventilated belt covers designed to reduce timing belt running temperature and consequently belt stress. Compression is up, and a new type of phonic electronic timing wheel has been introduced
to give a more accurate pick-up signal and improve coordination between ignition timing and fuel injection timing at all engine speeds. Another important point is the shallow sump, already used with success on the 999 and R. This sump ensures perfect lubrication of all internal engine parts even under extreme riding conditions like the acute angles of lean, hard acceleration and fierce braking typical of circuit use.
Details that make all the difference
The timing belt covers
The covers have been replaced by a pair of dynamically cooled belt covers.
The horizontal belt cover features an air scoop connected to the front of the fairing
and protected by a sponge filter.
This ensures effective cooling at speed and adequate air circulation all around the belt housing. Warm air is extracted by a Naca outlet at the top of the vertical belt cover.
This solution gives not only efficient cooling but also superior protection for this delicate area of the engine.
The deep sump
Deep sumps have been used on racing Ducatis for some time. The only difference between the racing sump and that used on the basic 999 is the fact that the production sump is die cast rather
than sand cast. The sump’s special design ensures that the oil pump distributes the right volume of oil under all conditions, on the road and on the track.
The CAN bus electrics
When the 999 was first introduced two years ago, Ducati was the first motorcycle manufacturer to apply a solution that has already revolutionised electrical systems in the automobile industry.
CAN (Controller Area Network) technology has enabled Ducati to simplify and drastically reduce the size of the wiring harness. The CAN electric system has only two control nodes, one being
the instrument panel and the other being the engine management ECU. These nodes are interconnected by a limited number of wires, giving a dramatic reduction in weight. The CAN network cable over which the digital signals are transmitted is made up of only two wires, and makes more efficient use of the sensors located at various positions on the bike, avoiding unnecessary duplication.