Ducati Desmosedici
THE GENESIS OF THE DUCATI DESMOSEDICI PROJECT:
FROM TRACK TO ROAD
Without a shadow of doubt, courage, ambition, pride, ingenuity and heritage all form the basis of the
Ducati Desmosedici project. This important venture has simultaneously marked the return of Ducati
to the MotoGP World Championship, and enabled the company to confirm its tradition of
manufacturing successful, high-performance, four-stroke racing motorcycles.
2003 would see the Italian manufacturer make a spectacular return to the Moto GP with a project
that had begun two years earlier and which had been developed by the Bologna manufacturer’s
racing department. While still fully committed to Superbike racing, Ducati was also embarking on
this exciting new challenge, taking part in the MotoGP World Championship for four-stroke prototype
machines with the Ducati Marlboro Team.
“The philosophy of the Ducati Desmosedici project,” declared Filippo Preziosi, Ducati Corse
Director General, “is best expressed as total integration between engine, chassis and rider. This
basic concept has been our philosophy from the very moment that we decided to tackle this new
challenge. The bike represents an important evolution over the Ducati Superbike and is the result of
new design techniques that have allowed us to integrate ‘virtual’ modelling and analysis with our
considerable racing experience. This has speeded up design and development time and enabled
us to immediately obtain surprising results. Ducati is fully committed to this project, which has
allowed us to grow quickly and transfer new technology to our streetbike product range, which as a
result has become increasingly reliable, thrilling and high-performance.”
At first, Ducati’s MotoGP technicians (a group of passionate engineers with an average age of 28)
had considered the possibility of creating a MotoGP ‘super-twin’, a latest-generation V-Twin
prototype, taking advantage of the regulations that give twin-cylinder machines a considerable
weight reduction over four, five or six-cylinder bikes. However, detailed analysis, including
numerous computer simulations, indicated that a twin-cylinder engine would just not have been
able to produce the required amount of power (more than 230 HP), without excessively increasing
the number of revs. A Twin would have had to rev at over 17,000 rpm, but this would require a very
short stroke and a very large bore, as a result producing possible combustion problems.
Ducati therefore opted for a brand-new V4 engine, which continued the traditional layout of its 90° L-
Twin engines, together with desmodromic valve control. This marriage of tradition and innovation
proved to be the path to follow. The engine was called Desmosedici because its 16 valves were
controlled by the desmo valve train system, a key factor in Ducati’s numerous successes on the
track.
The tried and tested V-90° layout offers a number of advantages that have contributed to Ducati’s
success on the track and allowed the Desmosedici project to achieve major results. The layout of
the cylinders guarantees perfect primary engine balance, an important characteristic for an engine
that is required to rev up to 17,000 rpm with minimum vibration, thus improving mechanical
efficiency and reliability.
The desmodromic system, designed for Ducati by the legendary engineer Fabio Taglioni, uses
rockers both to close and open the valves, and this allows the engine to function with extraordinary
precision at all rpm.
For the first 2002 tests, Ducati Corse produced two versions of the Desmosedici engine, one with a
regular firing order, and the other with paired cylinders firing simultaneously (Twin pulse). It soon
became clear that the latter version put the engine components through excessive strain, so it was
decided to use the first configuration. Subsequently, starting from the 2004 Dutch TT at Assen,
thanks to the evolution of the engine, the irregular firing Twin pulse version was used which gave
better driveability.
Ducati has also always aimed at excellence in performance through courageous and innovative
choices, such as the chassis of its bikes. While other manufacturers race with different versions of
an aluminium box frame, the Desmosedici has a tubular steel trellis structure, similar to the one
used with great success in World Superbike.
In May 2004, during the spectacular World Ducati Week, the mega-meeting held every couple of
years that attracts Ducati enthusiasts from all over the world, Ducati made an announcement that
many had been eagerly awaiting: The development of the Desmosedici Racing Replica, a road-
bike version of the Italian MotoGP contender that has fired up the enthusiasm of fans around the
world, was now underway and would soon be available for sale.Thus began the Desmosedici RR
project and, once again, in keeping with that tradition and spirit that has always marked every
decision, Ducati wanted to share this significant and exciting moment with its fans and its public.
Orders started to flow in immediately and keen interest from Ducati fans made it clear that the initial
company forecast of three hundred motorcycles would be surpassed with extreme ease.
Before long, the project had started to take shape and just five months later, the new L-four
desmodromic engine was sitting on the test bench at the Ducati R&D department for its first
reliability and durability tests. Thus the new engine was put through the first “in motoring” and “in
firing” tests, designed to assess the duration and strength of the various components in view of the
stresses generated by such a powerful engine.
With the contribution of Alan Jenkins, the designer of the MotoGP Desmosedici, work began on the
aerodynamics and the livery - which, also from an aesthetic viewpoint, is absolutely identical to the
bike used on race tracks. The definitive version was presented at Mugello on the eve of the 2006
Italian GP. At the unveiling, the aggressive, streamlined design and the applied technical solutions
stunned everyone: the first ever road-going motorcycle to offer the stunning performance of a
MotoGP machine!In the meantime Vittoriano Guareschi, the official test rider of the MotoGP
Desmosedici, continued with on-track evaluation, giving the development team a valuable helping
hand in putting the finishing touches to this gem of technology and style.
2007 would see the debut of the Desmosedici GP7 – characterised by revolutionary changes to
race rules that limit cylinder capacity from 1000 to 800 cc; yet 2007 would also see the
Desmosedici RR hit the track. It made its debut at Misano in front of 50,000 Ducati fans from all over
the world who formed the very heart of the fifth edition of World Ducati Week. The first few laps were
rightly notched up by Vittoriano Guareschi, who opened up the throttle and let the mighty L-four really
roar – to the absolute delight of the public, diehard enthusiasts, and the over 1000 purchasers who
had already ordered this esoteric motorcycle. All of the latter, in fact, had been invited to witness this
first official outing and see and touch the object of their desire for themselves.
In the meantime, an assembly line exclusively dedicated to the Desmosedici RR has been set up
at the Borgo Panigale factory. Everything is now ready for production (which will begin in October)
and for delivery of the first bikes.
The Ducati Desmosedici RR is the first and only true MotoGP replica, destined to celebrate this
prestigious race category’s era of maximum engine size (1000 cc) and establish a new milestone
in terms of Italian technology, components, performance and style.
The Engine
With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new
D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of
engineering and precision.
Bore and stroke measurements are the same as those on the D16GP6 – 1000 cc (86x42.56), as
are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation
axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres
and pulse timing, which uses the Twin-pulse solution applied on the racing engine.
As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the
highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine. As
is the tradition at Ducati, the 90° angle between the cylinders is maintained. This authentic copy of
the GP engine is further endorsed by the use of a cassette type six-speed gearbox and hydraulically
actuated dry multi-plate slipper clutch.
The aim of producing a light but reliable engine has led not only to a component design of
unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials. The
crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and alternator
casing are made of sand-cast magnesium, technologies that match the lightness of these alloys
with the greater mechanical strength expected from structural components. The oil sump, cam
covers and clutch cover are made by pressure die-casting magnesium alloy, a technology that
allows significant thickness reduction on non-structural components.
A look inside the engine shows how the quest for high performance has led to the utilisation of
racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy
with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain
components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight.
Lightened through finite-element simulation (FEM), the timing gears are arranged according to a
pattern highly similar to the one used in the GP engine. The piston has the classic high-
performance engine architecture, with double ribbed undercrown and a compact combustion
chamber that brings the compression ratio to 13.5.
The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft
pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision
machining of a single piece of forged steel. The cone-shaped end of the crank-webs maximises
the use of the available space below the piston bosses and optimises crankshaft assembly
balance. The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining,
and the crankcase halves’ separation layout is the same as on the GP engine. The oil pump is of
the trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement.
Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole ‘microjet’ above-throttle
injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been
employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The
throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a
straight, plunging intake port configuration.
Like its GP counterpart, the engine acts as a connector between the chassis and the rear
swingarm/suspension, thus playing an essential structural and stiffening role.
The engine clearly represents the beating heart of this fantastic motorcycle, but the technological
advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined
components, and a superb carbon fibre body. This is a motorcycle that is destined for an expert
rider, someone who is always looking for extreme sporting performance, as well as being an
exclusive, esoteric, reliable product that is more than capable of track racing.
The colour scheme of the Desmosedici RR was the work of Alan Jenkins, the designer and one of
the men behind the Desmosedici MotoGP, who was also responsible for the aerodynamics
package which is aimed at achieving maximum speed and excellent handling. The bike is totally
inspired by the racing machine, the Ducati Desmosedici GP6, from which it inherits all the
aggressiveness of its lines. It is fitted with a new lightweight multifunction dashboard, developed in
collaboration with Ducati Corse, the same one that has been fitted to the racing machine, the
Desmosedici GP7. Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP GP7
project. This pure racing, minimalist solution by Digitek has no switches or buttons to compromise
its clean lines. The wide screen allows the rider to read six values at the same time and to scroll
through and select from various menus by handlebar-mounted switch gear.
Activating the Ducati Data Analyser (DDA) riders are able to acquire up to 2MB of data
(approximately 3.5 hours).The system records several channels of data including: vehicle speed,
engine rpm, throttle opening, engine temperature, distance travelled, laps and lap times. So riders
are able to compare, analyse and get an inside view of the Desmosedici RR performance.
The bike’s development could not have been made possible without the significant collaboration of
Vittoriano Guareschi, the official Ducati Corse tester, whose riding abilities and hundreds of hours
of track time have made a fundamental contribution to the evolution of the project.For the first time
the Ducati Desmosedici RR uses a new welded tubular steel trellis hybrid frame (ALS 450) with the
frame geometry that is the same as that of the Desmosedici GP6.This construction guarantees an
excellent stiffness-to-weight ratio, allowing superior manoevrability and riding precision. Attached to
the red frame is the rear seat support in high temperature resin type carbon fibre. This material,
normally used only on racing bikes, has the characteristic of being extremely lightweight but
exceptionally rigid.
The Desmosedici RR sports a new extra-long, cast, forged and pressed aluminium alloy
swingarm. The geometry and the technology of this component derive directly from the MotoGP
bike, and give the RR a high level of traction, and excellent weight distribution as well as a superb
stiffness-to-weight ratio.
In the suspension department the Ducati Desmosedici RR features the most advanced technical
components.The rear suspension geometry and layout is the same as that of the GP6, with the rear
shock attached above the swingarm and to a rocker, which is hinged to the crankcase.The front
suspension features 43 mm upside-down Öhlins FG353P pressurized forks (PFF), with TiN coated
sliders. The forks, which come directly from competition use, as well as being pressurized thus
ensuring excellent track performance, are fully adjustable in preload, rebound and compression.
The rear shock is also Öhlins and has rebound, low/high speed compression adjustment and
hydraulic preload adjustment.
For the first time ever, this Ducati production motorcycle features Marchesini forged and machined
magnesium alloy wheels, with a 7-spoke design as on the GP6. This helps to reduce unsprung
weight and inertia, all the while improving handling and suspension response.
With the aim of producing the ultimate track performance, Ducati and Bridgestone have developed
special tyres for the Desmosedici RR. The tread pattern, construction and profile are being
specially developed and produced by the Japanese tyre manufacturer.
The numerous racing components of this high-performance machine also include its Brembo
brakes. Up front the Desmosedici RR features a new pair of radial ‘monoblock’ callipers with four
34 mm pistons: monoblock technology, until now only used for racing callipers, allows calliper
stiffness to be increased, thus improving braking response; the front brake system is completed by
a radial master cylinder, with hinged lever and remote ‘quick’ adjuster that enables the right brake
lever position to be found during the ride. The pair of front brake discs are two semi-floating 330
mm x 5 mm discs, with machined flange. The Brembo rear brakes are made up of a 240 mm fixed
disc and a calliper with two 34 mm pistons.The Desmosedici RR’s new exhaust system has been
specifically developed to deliver the best power and at the same time to ensure road riding
pleasure. Significantly lighter, it has been engineered with a power-increasing 4-2-1 layout that
uses 42mm diameter tubing with wall thickness of 0.8mm (.030in) AISI 309. The new exhaust
system is equipped with a pass-by valve and ends with a silencer incorporated in the rear tail that
features two exhaust exits to vertically release the exhaust gas. The upper part of the rear tail
combines a ceramic carbon fibre cover, the same solution as single-seater F1 cars.
The Desmosedici RR will be available with a special race kit that includes a 102 dB racing exhaust,
a dedicated CPU, bike cover and paddock stand.Two versions of the RR will be available: 1) the
Desmosedici RR - painted in ‘Rosso GP’, with a white number plate on the tail section; 2) the
Desmosedici RR ‘Team Version’ - painted in ‘Rosso GP’, and as with the factory Corse bikes, this
has a broad white stripe on the fairing. A team sponsor decal kit will be provided with each bike.
For this exclusive Ducati, a new dedicated service plan is included. Each Ducati Desmosedici RR
owner can benefit from a three-year warranty and three years of scheduled maintenance, free of
charge.
The week following the San Marino GP, which took place at the Santa Monica circuit in Misano, the
riders of the Ducati Team were able to take a few laps on the track in the seat of the Desmosedici
RR, the first real MotoGP replica that Ducati is putting on the market for the joy of its fans and
passionate clients.
As the world’s first true MotoGP replica, the Ducati Desmosedici RR has an impressive
specification, at the heart of which beats the record-breaking 989cc L-four Desmodromic engine in
twin-pulse configuration. Technical features taken directly from the racing GP6 include the sand-
cast aluminium crankcases and magnesium engine covers which enclose a cassette type six-
speed gearbox and hydraulically actuated dry multi-plate slipper clutch. Additional replications that
contribute to the 200hp produced in standard trim are double overhead cams, actuating 4 titanium
valves per cylinder, gear driven from a crankshaft which has titanium connecting rods. One feature
of the Desmosedici RR which represents a unique ground-breaking design is the ‘vertical exit’
exhaust silencer, ingeniously hidden in the tail-piece. The bike, in standard configuration, complies
with the rigid antipollution laws.
Loris Capirossi, Casey Stoner (winner of the San Marino GP and leader of the Championship and
points) and Vittoriano Guareschi, official Ducati tester, wanted to test the bike, each taking a series
of laps at the Misano circuit. They all experienced a very familiar feeling and performance with this
bike, very similar to that experienced with the bike they use for the GP. Actually, the blinkers and
mirrors are the only hints that give away the road-going nature of this “made in Borgo Panigale” joy,
but the sensation felt by riders on the track is absolutely that of a racing bike.
The Desmosedici RR, whose price was set at 60,000 euros, is at last ready for production, which
will begin as scheduled in the middle of October, sure to please the thousands of lucky fans who
will soon be able to experience pure bliss on streets and tracks throughout the world.
Technical Specifications
Engine Type: L-4 cylinder, liquid-cooled, DOHC, Desmodromic, 4 valves per cylinder, gear driven
camshafts
Displacement: 989 cc
Power*: 147,1 kW – 200 hp @ 13.800rpm
Torque*: 11,8 kgm – 85,55 lb-ft @ 10.500rpm
Fuel injection: Four 50 mm Magneti Marelli throttle bodies, 12-hole “microjet” with injectors over
throttle, manual idle control
Exhaust: 4 into 2 into 1 vertical exit exhaust/silencer
Emissions: Euro 3
Trasmission: Gearbox 6-speed; Cassette type clutch dry multi-plate slipper clutch, hydraulically
actuated
Vehicle Body: Full carbon fibre bodywork
Frame: Tubular steel trellis hybrid, carbon fibre seat support, aluminium swingarm
Front Suspension: Ohlins FG353P forks 43 mm pressurized, with preload, rebound and
compression adjustment, TiN coated sliders
Front Wheel: Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as
GP6
Rear Suspension: Ohlins rear shock, with rebound, low/high speed compression adjustment, and
hydraulic preload adjustment
Rear Wheel: Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as
GP6
Tyres: Bridgestone, front 120/70 R17- rear 200/55 R16
Front Brake: Two Brembo radial “monoblock” callipers with four 34 mm pistons; two semi-floating
330 mm x 5 mm discs
Rear Brake: 240 mm fixed disc, calliper with two 34 mm pistons
Tank: Aluminum alloy
Dry Weight: 171 Kg /377 lbs
Instruments: New lightweight Corse electronic multifunction LCD dashboard with tachometer,
speedometer, trip/odometer, trip fuel, clock, air temperature, engine temperature, lap time, anti-theft
immobilizer, and several warning lights: fuel reserve, indicator lamps, oil pressure, neutral, high
bean lamp, EOBD, over-rev; complete error list.
Version Colours: Two colour versions:1) Desmosedici RR: painted in ‘Rosso GP’, with a white
number plate on the tail section; 2) the Desmosedici RR ‘Team Version’ - painted in ‘Rosso GP’,
and as with the factory Corse bikes, with broad white stripe on the fairing.
Versions: Single-seat(*) with racing exhaust (102 dB).
This article was taken from the wonderful website, Two Wheel Freaks ... www.2wf.com
http://www.2wf.com/content/view/825/2/1/0/
Motorbikes Today - Want to see something Scary - The Desmosedici
From Rubber Magazine - Ducati Desmosedici RR, The Ultimate Ducati Experience
The dream of a true GP replica has finally come true and the Desmosedici RR will be the first-ever
road-going motorcycle to offer such a stunning wealth of performance and technology that comes
directly from Ducati's experience in MotoGP. The RR derives from the Ducati Corse Grand Prix
racing Desmosedici GP6, the same bike with which Loris Capirossi and Sete Gibernau competed
with in the 2006 MotoGP World Championship.
The body design and the aerodynamics faithfully reflect the Desmosedici GP6. The colour scheme,
the fittings, the materials used in its construction as well as the technical features of the powerful
four-cylinder desmodromic engine built by the Borgo Panigale factory engineers, leave no doubts
whatsoever: the Desmosedici RR is the ultimate expression of the most extreme MotoGP racing
machine today.
This is the new frontier of Ducati technological evolution, a dream come true, demonstrating once
again the courage and the passion of Ducati, as well as the ability to transfer the experience of the
racing world to a machine that is destined for road use.
Vehicle
The engine clearly represents the beating heart of this fantastic motorcycle, but the technological
advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined
components, and a superb carbon fibre body. This is a motorcycle that is destined for an expert
rider, someone who is always looking for extreme sporting performance, as well as being an
exclusive, esoteric, reliable product that is more than capable of track racing.
The colour scheme of the Desmosedici RR was the work of Alan Jenkins, the designer and one of
the men behind the Desmosedici MotoGP, who was also responsible for the aerodynamics
package which is aimed at achieving maximum speed and excellent handling. The bike is totally
inspired by the racing machine, the Ducati Desmosedici GP6, from which it inherits all the
aggressiveness of its lines. It is fitted with a new lightweight multifunction dashboard, developed in
collaboration with Ducati Corse, the same one that has been fitted to the racing machine, the
Desmosedici GP7.
Desmosedici-style digital instrumentation is taken from Ducati's MotoGP GP7 project. This pure
racing, minimalist solution by Digitek has no switches or buttons to compromise its clean lines.
The wide screen allows the rider to read six values at the same time and to scroll through and
select from various menus by handlebar-mounted switch gear.
Activating the Ducati Data Analyser (DDA) riders are able to acquire up to 2MB of data
(approximately 3.5 hours). The system records several channels of data including: vehicle speed,
engine rpm, throttle opening, engine temperature, distance travelled, laps and lap times. So riders
are able to compare, analyse and get an inside view of the Desmosedici RR performance.
The bike's development could not have been made possible without the significant collaboration of
Vittoriano Guareschi, the official Ducati Corse tester, whose riding abilities and hundreds of hours
of track time have made a fundamental contribution to the evolution of the project.
For the first time the Ducati Desmosedici RR uses a new welded tubular steel trellis hybrid frame
(ALS 450) with the frame geometry that is the same as that of the Desmosedici GP6.
This construction guarantees an excellent stiffness-to-weight ratio, allowing superior manoevrability
and riding precision. Attached to the red frame is the rear seat support in high temperature resin
type carbon fibre. This material, normally used only on racing bikes, has the characteristic of being
extremely lightweight but exceptionally rigid.
The Desmosedici RR sports a new extra-long, cast, forged and pressed aluminium alloy
swingarm. The geometry and the technology of this component derive directly from the MotoGP
bike, and give the RR a high level of traction, and excellent weight distribution as well as a superb
stiffness-to-weight ratio.
In the suspension department the Ducati Desmosedici RR features the most advanced technical
components.
The rear suspension geometry and layout is the same as that of the GP6, with the rear shock
attached above the swingarm and to a rocker, which is hinged to the crankcase.
The front suspension features 43 mm upside-down Öhlins FG353P pressurized forks (PFF), with
TiN coated sliders. The forks, which come directly from competition use, as well as being
pressurized thus ensuring excellent track performance, are fully adjustable in preload, rebound and
compression.
The rear shock is also Öhlins and has rebound, low/high speed compression adjustment and
hydraulic preload adjustment.
For the first time ever, this Ducati production motorcycle features Marchesini forged and machined
magnesium alloy wheels, with a 7-spoke design as on the GP6. This helps to reduce unsprung
weight and inertia, all the while improving handling and suspension response.
With the aim of producing the ultimate track performance, Ducati and Bridgestone have developed
special tyres for the Desmosedici RR. The tread pattern, construction and profile are being
specially developed and produced by the Japanese tyre manufacturer.
The numerous racing components of this high-performance machine also include its Brembo
brakes. Up front the Desmosedici RR features a new pair of radial 'monoblock' callipers with four
34 mm pistons: monoblock technology, until now only used for racing callipers, allows calliper
stiffness to be increased, thus improving braking response; the front brake system is completed by
a radial master cylinder, with hinged lever and remote 'quick' adjuster that enables the right brake
lever position to be found during the ride. The pair of front brake discs are two semi-floating 330
mm x 5 mm discs, with machined flange. The Brembo rear brakes are made up of a 240 mm fixed
disc and a calliper with two 34 mm pistons.
The Desmosedici RR's new exhaust system has been specifically developed to deliver the best
power and at the same time to ensure road riding pleasure. Significantly lighter, it has been
engineered with a power-increasing 4-2-1 layout that uses 42mm diameter tubing with wall
thickness of 0.8mm (.030in) AISI 309. The new exhaust system is equipped with a pass-by valve
and ends with a silencer incorporated in the rear tail that features two exhaust exits to vertically
release the exhaust gas. The upper part of the rear tail combines a ceramic carbon fibre cover, the
same solution as single-seater F1 cars.
The Desmosedici RR will be available with a special race kit that includes a 102 dB racing exhaust,
a dedicated CPU, bike cover and paddock stand.
Two versions of the RR will be available: 1) the Desmosedici RR - painted in 'Rosso GP', with a
white number plate on the tail section; 2) the Desmosedici RR 'Team Version' - painted in 'Rosso
GP', and as with the factory Corse bikes, this has a broad white stripe on the fairing. A team
sponsor decal kit will be provided with each bike.
For this exclusive Ducati, a new dedicated service plan is included. Each Ducati Desmosedici RR
owner can benefit from a three-year warranty and three years of scheduled maintenance, free of
charge.
The Engine
With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new
D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of
engineering and precision.
Bore and stroke measurements are the same as those on the D16GP6 1000 cc (86x42.56), as
are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation
axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres
and pulse timing, which uses the Twin-pulse solution applied on the racing engine.
As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the
highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine.
As is the tradition at Ducati, the 90° angle between the cylinders is maintained.
This authentic copy of the GP engine is further endorsed by the use of a cassette type six-speed
gearbox and hydraulically actuated dry multi-plate slipper clutch.
The aim of producing a light but reliable engine has led not only to a component design of
unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials.
The crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and
alternator casing are made of sand-cast magnesium, technologies that match the lightness of
these alloys with the greater mechanical strength expected from structural components. The oil
sump, cam covers and clutch cover are made by pressure die-casting magnesium alloy, a
technology that allows significant thickness reduction on non-structural components.
A look inside the engine shows how the quest for high performance has led to the utilisation of
racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy
with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain
components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight.
Lightened through finite-element simulation (FEM), the timing gears are arranged according to a
pattern highly similar to the one used in the GP engine.
The piston has the classic high-performance engine architecture, with double ribbed undercrown
and a compact combustion chamber that brings the compression ratio to 13.5.
The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft
pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision
machining of a single piece of forged steel. The cone-shaped end of the crank-webs maximises
the use of the available space below the piston bosses and optimises crankshaft assembly
balance.
The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining, and the
crankcase halves' separation layout is the same as on the GP engine. The oil pump is of the
trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement.
Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole 'microjet' above-throttle
injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been
employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The
throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a
straight, plunging intake port configuration.
Like its GP counterpart, the engine acts as a connector between the chassis and the rear
swingarm/suspension, thus playing an essential structural and stiffening role.
This road-going MotoGP bike offers outstanding performance: when in its racing configuration, that
is, with the kit consisting of the supplied racing exhaust (102 dB) and control unit, it can reach a
maximum power of 200 HP.
With its catalysed exhaust system, the Desmosedici RR, type-approved for on-road riding, is
compliant with Euro 3 emissions standards.
THE GENESIS OF THE DUCATI DESMOSEDICI PROJECT: FROM TRACK TO ROAD
Without a shadow of doubt, courage, ambition, pride, ingenuity and heritage all form the basis of the
Ducati Desmosedici project. This important venture has simultaneously marked the return of Ducati
to the MotoGP World Championship, and enabled the company to confirm its tradition of
manufacturing successful, high-performance, four-stroke racing motorcycles
2003 would see the Italian manufacturer make a spectacular return to the Moto GP with a project
that had begun two years earlier and which had been developed by the Bologna manufacturer's
racing department. While still fully committed to Superbike racing, Ducati was also embarking on
this exciting new challenge, taking part in the MotoGP World Championship for four-stroke prototype
machines with the Ducati Marlboro Team.
"The philosophy of the Ducati Desmosedici project," declared Filippo Preziosi, Ducati Corse
Director General, "is best expressed as total integration between engine, chassis and rider. This
basic concept has been our philosophy from the very moment that we decided to tackle this new
challenge. The bike represents an important evolution over the Ducati Superbike and is the result of
new design techniques that have allowed us to integrate 'virtual' modelling and analysis with our
considerable racing experience. This has speeded up design and development time and enabled
us to immediately obtain surprising results. Ducati is fully committed to this project, which has
allowed us to grow quickly and transfer new technology to our streetbike product range, which as a
result has become increasingly reliable, thrilling and high-performance."
At first, Ducati's MotoGP technicians (a group of passionate engineers with an average age of 28)
had considered the possibility of creating a MotoGP 'super-twin', a latest-generation V-Twin
prototype, taking advantage of the regulations that give twin-cylinder machines a considerable
weight reduction over four, five or six-cylinder bikes. However, detailed analysis, including
numerous computer simulations, indicated that a twin-cylinder engine would just not have been
able to produce the required amount of power (more than 230 HP), without excessively increasing
the number of revs. A Twin would have had to rev at over 17,000 rpm, but this would require a very
short stroke and a very large bore, as a result producing possible combustion problems.
Ducati therefore opted for a brand-new V4 engine, which continued the traditional layout of its 90° L-
Twin engines, together with desmodromic valve control. This marriage of tradition and innovation
proved to be the path to follow. The engine was called Desmosedici because its 16 valves were
controlled by the desmo valve train system, a key factor in Ducati's numerous successes on the
track.
The tried and tested V-90° layout offers a number of advantages that have contributed to Ducati's
success on the track and allowed the Desmosedici project to achieve major results. The layout of
the cylinders guarantees perfect primary engine balance, an important characteristic for an engine
that is required to rev up to 17,000 rpm with minimum vibration, thus improving mechanical
efficiency and reliability.
The desmodromic system, designed for Ducati by the legendary engineer Fabio Taglioni, uses
rockers both to close and open the valves, and this allows the engine to function with extraordinary
precision at all rpm.
For the first 2002 tests, Ducati Corse produced two versions of the Desmosedici engine, one with a
regular firing order, and the other with paired cylinders firing simultaneously (Twin pulse). It soon
became clear that the latter version put the engine components through excessive strain, so it was
decided to use the first configuration. Subsequently, starting from the 2004 Dutch TT at Assen,
thanks to the evolution of the engine, the irregular firing Twin pulse version was used which gave
better driveability.
Ducati has also always aimed at excellence in performance through courageous and innovative
choices, such as the chassis of its bikes. While other manufacturers race with different versions of
an aluminium box frame, the Desmosedici has a tubular steel trellis structure, similar to the one
used with great success in World Superbike.
In May 2004, during the spectacular World Ducati Week, the mega-meeting held every couple of
years that attracts Ducati enthusiasts from all over the world, Ducati made an announcement that
many had been eagerly awaiting: The development of the Desmosedici Racing Replica, a road-
bike version of the Italian MotoGP contender that has fired up the enthusiasm of fans around the
world, was now underway and would soon be available for sale.
Thus began the Desmosedici RR project and, once again, in keeping with that tradition and spirit
that has always marked every decision, Ducati wanted to share this significant and exciting moment
with its fans and its public.
Orders started to flow in immediately and keen interest from Ducati fans made it clear that the initial
company forecast of three hundred motorcycles would be surpassed with extreme ease.
Before long, the project had started to take shape and just five months later, the new L-four
desmodromic engine was sitting on the test bench at the Ducati R&D department for its first
reliability and durability tests. Thus the new engine was put through the first "in motoring" and "in
firing" tests, designed to assess the duration and strength of the various components in view of the
stresses generated by such a powerful engine.
With the contribution of Alan Jenkins, the designer of the MotoGP Desmosedici, work began on the
aerodynamics and the livery - which, also from an aesthetic viewpoint, is absolutely identical to the
bike used on race tracks. The definitive version was presented at Mugello on the eve of the 2006
Italian GP. At the unveiling, the aggressive, streamlined design and the applied technical solutions
stunned everyone: the first ever road-going motorcycle to offer the stunning performance of a
MotoGP machine!
In the meantime Vittoriano Guareschi, the official test rider of the MotoGP Desmosedici, continued
with on-track evaluation, giving the development team a valuable helping hand in putting the
finishing touches to this gem of technology and style.
2007 would see the debut of the Desmosedici GP7 characterised by revolutionary changes to race
rules that limit cylinder capacity from 1000 to 800 cc; yet 2007 would also see the Desmosedici RR
hit the track. It made its debut at Misano in front of 50,000 Ducati fans from all over the world who
formed the very heart of the fifth edition of World Ducati Week. The first few laps were rightly notched
up by Vittoriano Guareschi, who opened up the throttle and let the mighty L-four really roar to the
absolute delight of the public, diehard enthusiasts, and the over 1000 purchasers who had already
ordered this esoteric motorcycle. All of the latter, in fact, had been invited to witness this first official
outing and see and touch the object of their desire for themselves.
In the meantime, an assembly line exclusively dedicated to the Desmosedici RR has been set up
at the Borgo Panigale factory. Everything is now ready for production (which will begin in October)
and for delivery of the first bikes.
The Ducati Desmosedici RR is the first and only true MotoGP replica, destined to celebrate this
prestigious race category's era of maximum engine size (1000 cc) and establish a new milestone
in terms of Italian technology, components, performance and style.
Technical Specifications
Engine
Type: L-4 cylinder, liquid-cooled, DOHC, Desmodromic, 4 valves per cylinder, gear driven camshafts
Displacement: 989 cc
Power: 147,1 kW 200 cv @ 13.800 giri/min / 147,1 kW 200 hp @ 13.800rpm
Torque: 11,8 kgm 116 Nm @ 10.500 giri/min / 11,8 kgm 85,55 lb-ft @ 10.500rpm
Fuel injection: Four 50 mm Magneti Marelli throttle bodies, 12-hole "microjet"with injectors over
throttle, manual idle control
Exhaust: '4 into 2 into 1'vertical exit exhaust/silencer
Emissions: Euro 3
Trasmission
Gearbox: 6-speed; Cassette type
Clutch: Dry multi-plate slipper clutch, hydraulically actuated
Vehicle
Body: Full carbon fibre bodywork
Frame: Tubular steel trellis hybrid, carbon fibre seat support, aluminium swingarm
Front Suspension : Ohlins FG353P forks 43 mm pressurized, with preload, rebound and
compression adjustment, TiN coated sliders
Front Wheel : Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as
GP6
Rear Suspension : Ohlins rear shock, with rebound, low/high speed compression adjustment, and
hydraulic preload adjustment
Rear Wheel : Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as
GP6
Tyres: Bridgestone, front 120/70 R17- rear 200/55 R16
Front Brake : two Brembo radial "monoblock" callipers with four 34 mm pistons; two semi-floating
330 mm x 5 mm discs,
Rear Brake: 240 mm fixed disc, calliper with two 34 mm pistons
Tank: aluminium alloy
Dry Weight: 171 Kg / 377 lbs
Instruments: New lightweight Corse electronic multifunction LCD dashboard with tachometer,
speedometer, trip/odometer, trip fuel, clock, air temperature, engine temperature, lap time, anti-theft
immobilizer, and several warning lights: fuel reserve, indicator lamps, oil pressure, neutral, high
bean lamp, EOBD,overrev; complete error list.
Versions
Colours: Two colour versions:
1) Desmosedici RR: painted in 'Rosso GP', with a white number plate on the tail section;
2) the Desmosedici RR 'Team Version' - painted in 'Rosso GP', and as with the factory Corse bikes,
with broad white stripe on the fairing.
Versions: Single-seat
THE GENESIS OF THE DUCATI DESMOSEDICI PROJECT:
FROM TRACK TO ROAD
Without a shadow of doubt, courage, ambition, pride, ingenuity and heritage all form the basis of the
Ducati Desmosedici project. This important venture has simultaneously marked the return of Ducati
to the MotoGP World Championship, and enabled the company to confirm its tradition of
manufacturing successful, high-performance, four-stroke racing motorcycles.
2003 would see the Italian manufacturer make a spectacular return to the Moto GP with a project
that had begun two years earlier and which had been developed by the Bologna manufacturer’s
racing department. While still fully committed to Superbike racing, Ducati was also embarking on
this exciting new challenge, taking part in the MotoGP World Championship for four-stroke prototype
machines with the Ducati Marlboro Team.
“The philosophy of the Ducati Desmosedici project,” declared Filippo Preziosi, Ducati Corse
Director General, “is best expressed as total integration between engine, chassis and rider. This
basic concept has been our philosophy from the very moment that we decided to tackle this new
challenge. The bike represents an important evolution over the Ducati Superbike and is the result of
new design techniques that have allowed us to integrate ‘virtual’ modelling and analysis with our
considerable racing experience. This has speeded up design and development time and enabled
us to immediately obtain surprising results. Ducati is fully committed to this project, which has
allowed us to grow quickly and transfer new technology to our streetbike product range, which as a
result has become increasingly reliable, thrilling and high-performance.”
At first, Ducati’s MotoGP technicians (a group of passionate engineers with an average age of 28)
had considered the possibility of creating a MotoGP ‘super-twin’, a latest-generation V-Twin
prototype, taking advantage of the regulations that give twin-cylinder machines a considerable
weight reduction over four, five or six-cylinder bikes. However, detailed analysis, including
numerous computer simulations, indicated that a twin-cylinder engine would just not have been
able to produce the required amount of power (more than 230 HP), without excessively increasing
the number of revs. A Twin would have had to rev at over 17,000 rpm, but this would require a very
short stroke and a very large bore, as a result producing possible combustion problems.
Ducati therefore opted for a brand-new V4 engine, which continued the traditional layout of its 90° L-
Twin engines, together with desmodromic valve control. This marriage of tradition and innovation
proved to be the path to follow. The engine was called Desmosedici because its 16 valves were
controlled by the desmo valve train system, a key factor in Ducati’s numerous successes on the
track.
The tried and tested V-90° layout offers a number of advantages that have contributed to Ducati’s
success on the track and allowed the Desmosedici project to achieve major results. The layout of
the cylinders guarantees perfect primary engine balance, an important characteristic for an engine
that is required to rev up to 17,000 rpm with minimum vibration, thus improving mechanical
efficiency and reliability.
The desmodromic system, designed for Ducati by the legendary engineer Fabio Taglioni, uses
rockers both to close and open the valves, and this allows the engine to function with extraordinary
precision at all rpm.
For the first 2002 tests, Ducati Corse produced two versions of the Desmosedici engine, one with a
regular firing order, and the other with paired cylinders firing simultaneously (Twin pulse). It soon
became clear that the latter version put the engine components through excessive strain, so it was
decided to use the first configuration. Subsequently, starting from the 2004 Dutch TT at Assen,
thanks to the evolution of the engine, the irregular firing Twin pulse version was used which gave
better driveability.
Ducati has also always aimed at excellence in performance through courageous and innovative
choices, such as the chassis of its bikes. While other manufacturers race with different versions of
an aluminium box frame, the Desmosedici has a tubular steel trellis structure, similar to the one
used with great success in World Superbike.
In May 2004, during the spectacular World Ducati Week, the mega-meeting held every couple of
years that attracts Ducati enthusiasts from all over the world, Ducati made an announcement that
many had been eagerly awaiting: The development of the Desmosedici Racing Replica, a road-
bike version of the Italian MotoGP contender that has fired up the enthusiasm of fans around the
world, was now underway and would soon be available for sale.Thus began the Desmosedici RR
project and, once again, in keeping with that tradition and spirit that has always marked every
decision, Ducati wanted to share this significant and exciting moment with its fans and its public.
Orders started to flow in immediately and keen interest from Ducati fans made it clear that the initial
company forecast of three hundred motorcycles would be surpassed with extreme ease.
Before long, the project had started to take shape and just five months later, the new L-four
desmodromic engine was sitting on the test bench at the Ducati R&D department for its first
reliability and durability tests. Thus the new engine was put through the first “in motoring” and “in
firing” tests, designed to assess the duration and strength of the various components in view of the
stresses generated by such a powerful engine.
With the contribution of Alan Jenkins, the designer of the MotoGP Desmosedici, work began on the
aerodynamics and the livery - which, also from an aesthetic viewpoint, is absolutely identical to the
bike used on race tracks. The definitive version was presented at Mugello on the eve of the 2006
Italian GP. At the unveiling, the aggressive, streamlined design and the applied technical solutions
stunned everyone: the first ever road-going motorcycle to offer the stunning performance of a
MotoGP machine!In the meantime Vittoriano Guareschi, the official test rider of the MotoGP
Desmosedici, continued with on-track evaluation, giving the development team a valuable helping
hand in putting the finishing touches to this gem of technology and style.
2007 would see the debut of the Desmosedici GP7 – characterised by revolutionary changes to
race rules that limit cylinder capacity from 1000 to 800 cc; yet 2007 would also see the
Desmosedici RR hit the track. It made its debut at Misano in front of 50,000 Ducati fans from all over
the world who formed the very heart of the fifth edition of World Ducati Week. The first few laps were
rightly notched up by Vittoriano Guareschi, who opened up the throttle and let the mighty L-four really
roar – to the absolute delight of the public, diehard enthusiasts, and the over 1000 purchasers who
had already ordered this esoteric motorcycle. All of the latter, in fact, had been invited to witness this
first official outing and see and touch the object of their desire for themselves.
In the meantime, an assembly line exclusively dedicated to the Desmosedici RR has been set up
at the Borgo Panigale factory. Everything is now ready for production (which will begin in October)
and for delivery of the first bikes.
The Ducati Desmosedici RR is the first and only true MotoGP replica, destined to celebrate this
prestigious race category’s era of maximum engine size (1000 cc) and establish a new milestone
in terms of Italian technology, components, performance and style.
The Engine
With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new
D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of
engineering and precision.
Bore and stroke measurements are the same as those on the D16GP6 – 1000 cc (86x42.56), as
are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation
axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres
and pulse timing, which uses the Twin-pulse solution applied on the racing engine.
As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the
highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine. As
is the tradition at Ducati, the 90° angle between the cylinders is maintained. This authentic copy of
the GP engine is further endorsed by the use of a cassette type six-speed gearbox and hydraulically
actuated dry multi-plate slipper clutch.
The aim of producing a light but reliable engine has led not only to a component design of
unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials. The
crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and alternator
casing are made of sand-cast magnesium, technologies that match the lightness of these alloys
with the greater mechanical strength expected from structural components. The oil sump, cam
covers and clutch cover are made by pressure die-casting magnesium alloy, a technology that
allows significant thickness reduction on non-structural components.
A look inside the engine shows how the quest for high performance has led to the utilisation of
racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy
with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain
components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight.
Lightened through finite-element simulation (FEM), the timing gears are arranged according to a
pattern highly similar to the one used in the GP engine. The piston has the classic high-
performance engine architecture, with double ribbed undercrown and a compact combustion
chamber that brings the compression ratio to 13.5.
The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft
pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision
machining of a single piece of forged steel. The cone-shaped end of the crank-webs maximises
the use of the available space below the piston bosses and optimises crankshaft assembly
balance. The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining,
and the crankcase halves’ separation layout is the same as on the GP engine. The oil pump is of
the trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement.
Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole ‘microjet’ above-throttle
injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been
employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The
throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a
straight, plunging intake port configuration.
Like its GP counterpart, the engine acts as a connector between the chassis and the rear
swingarm/suspension, thus playing an essential structural and stiffening role.
The engine clearly represents the beating heart of this fantastic motorcycle, but the technological
advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined
components, and a superb carbon fibre body. This is a motorcycle that is destined for an expert
rider, someone who is always looking for extreme sporting performance, as well as being an
exclusive, esoteric, reliable product that is more than capable of track racing.
The colour scheme of the Desmosedici RR was the work of Alan Jenkins, the designer and one of
the men behind the Desmosedici MotoGP, who was also responsible for the aerodynamics
package which is aimed at achieving maximum speed and excellent handling. The bike is totally
inspired by the racing machine, the Ducati Desmosedici GP6, from which it inherits all the
aggressiveness of its lines. It is fitted with a new lightweight multifunction dashboard, developed in
collaboration with Ducati Corse, the same one that has been fitted to the racing machine, the
Desmosedici GP7. Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP GP7
project. This pure racing, minimalist solution by Digitek has no switches or buttons to compromise
its clean lines. The wide screen allows the rider to read six values at the same time and to scroll
through and select from various menus by handlebar-mounted switch gear.
Activating the Ducati Data Analyser (DDA) riders are able to acquire up to 2MB of data
(approximately 3.5 hours).The system records several channels of data including: vehicle speed,
engine rpm, throttle opening, engine temperature, distance travelled, laps and lap times. So riders
are able to compare, analyse and get an inside view of the Desmosedici RR performance.
The bike’s development could not have been made possible without the significant collaboration of
Vittoriano Guareschi, the official Ducati Corse tester, whose riding abilities and hundreds of hours
of track time have made a fundamental contribution to the evolution of the project.For the first time
the Ducati Desmosedici RR uses a new welded tubular steel trellis hybrid frame (ALS 450) with the
frame geometry that is the same as that of the Desmosedici GP6.This construction guarantees an
excellent stiffness-to-weight ratio, allowing superior manoevrability and riding precision. Attached to
the red frame is the rear seat support in high temperature resin type carbon fibre. This material,
normally used only on racing bikes, has the characteristic of being extremely lightweight but
exceptionally rigid.
The Desmosedici RR sports a new extra-long, cast, forged and pressed aluminium alloy
swingarm. The geometry and the technology of this component derive directly from the MotoGP
bike, and give the RR a high level of traction, and excellent weight distribution as well as a superb
stiffness-to-weight ratio.
In the suspension department the Ducati Desmosedici RR features the most advanced technical
components.The rear suspension geometry and layout is the same as that of the GP6, with the rear
shock attached above the swingarm and to a rocker, which is hinged to the crankcase.The front
suspension features 43 mm upside-down Öhlins FG353P pressurized forks (PFF), with TiN coated
sliders. The forks, which come directly from competition use, as well as being pressurized thus
ensuring excellent track performance, are fully adjustable in preload, rebound and compression.
The rear shock is also Öhlins and has rebound, low/high speed compression adjustment and
hydraulic preload adjustment.
For the first time ever, this Ducati production motorcycle features Marchesini forged and machined
magnesium alloy wheels, with a 7-spoke design as on the GP6. This helps to reduce unsprung
weight and inertia, all the while improving handling and suspension response.
With the aim of producing the ultimate track performance, Ducati and Bridgestone have developed
special tyres for the Desmosedici RR. The tread pattern, construction and profile are being
specially developed and produced by the Japanese tyre manufacturer.
The numerous racing components of this high-performance machine also include its Brembo
brakes. Up front the Desmosedici RR features a new pair of radial ‘monoblock’ callipers with four
34 mm pistons: monoblock technology, until now only used for racing callipers, allows calliper
stiffness to be increased, thus improving braking response; the front brake system is completed by
a radial master cylinder, with hinged lever and remote ‘quick’ adjuster that enables the right brake
lever position to be found during the ride. The pair of front brake discs are two semi-floating 330
mm x 5 mm discs, with machined flange. The Brembo rear brakes are made up of a 240 mm fixed
disc and a calliper with two 34 mm pistons.The Desmosedici RR’s new exhaust system has been
specifically developed to deliver the best power and at the same time to ensure road riding
pleasure. Significantly lighter, it has been engineered with a power-increasing 4-2-1 layout that
uses 42mm diameter tubing with wall thickness of 0.8mm (.030in) AISI 309. The new exhaust
system is equipped with a pass-by valve and ends with a silencer incorporated in the rear tail that
features two exhaust exits to vertically release the exhaust gas. The upper part of the rear tail
combines a ceramic carbon fibre cover, the same solution as single-seater F1 cars.
The Desmosedici RR will be available with a special race kit that includes a 102 dB racing exhaust,
a dedicated CPU, bike cover and paddock stand.Two versions of the RR will be available: 1) the
Desmosedici RR - painted in ‘Rosso GP’, with a white number plate on the tail section; 2) the
Desmosedici RR ‘Team Version’ - painted in ‘Rosso GP’, and as with the factory Corse bikes, this
has a broad white stripe on the fairing. A team sponsor decal kit will be provided with each bike.
For this exclusive Ducati, a new dedicated service plan is included. Each Ducati Desmosedici RR
owner can benefit from a three-year warranty and three years of scheduled maintenance, free of
charge.
The week following the San Marino GP, which took place at the Santa Monica circuit in Misano, the
riders of the Ducati Team were able to take a few laps on the track in the seat of the Desmosedici
RR, the first real MotoGP replica that Ducati is putting on the market for the joy of its fans and
passionate clients.
As the world’s first true MotoGP replica, the Ducati Desmosedici RR has an impressive
specification, at the heart of which beats the record-breaking 989cc L-four Desmodromic engine in
twin-pulse configuration. Technical features taken directly from the racing GP6 include the sand-
cast aluminium crankcases and magnesium engine covers which enclose a cassette type six-
speed gearbox and hydraulically actuated dry multi-plate slipper clutch. Additional replications that
contribute to the 200hp produced in standard trim are double overhead cams, actuating 4 titanium
valves per cylinder, gear driven from a crankshaft which has titanium connecting rods. One feature
of the Desmosedici RR which represents a unique ground-breaking design is the ‘vertical exit’
exhaust silencer, ingeniously hidden in the tail-piece. The bike, in standard configuration, complies
with the rigid antipollution laws.
Loris Capirossi, Casey Stoner (winner of the San Marino GP and leader of the Championship and
points) and Vittoriano Guareschi, official Ducati tester, wanted to test the bike, each taking a series
of laps at the Misano circuit. They all experienced a very familiar feeling and performance with this
bike, very similar to that experienced with the bike they use for the GP. Actually, the blinkers and
mirrors are the only hints that give away the road-going nature of this “made in Borgo Panigale” joy,
but the sensation felt by riders on the track is absolutely that of a racing bike.
The Desmosedici RR, whose price was set at 60,000 euros, is at last ready for production, which
will begin as scheduled in the middle of October, sure to please the thousands of lucky fans who
will soon be able to experience pure bliss on streets and tracks throughout the world.
Technical Specifications
Engine Type: L-4 cylinder, liquid-cooled, DOHC, Desmodromic, 4 valves per cylinder, gear driven
camshafts
Displacement: 989 cc
Power*: 147,1 kW – 200 hp @ 13.800rpm
Torque*: 11,8 kgm – 85,55 lb-ft @ 10.500rpm
Fuel injection: Four 50 mm Magneti Marelli throttle bodies, 12-hole “microjet” with injectors over
throttle, manual idle control
Exhaust: 4 into 2 into 1 vertical exit exhaust/silencer
Emissions: Euro 3
Trasmission: Gearbox 6-speed; Cassette type clutch dry multi-plate slipper clutch, hydraulically
actuated
Vehicle Body: Full carbon fibre bodywork
Frame: Tubular steel trellis hybrid, carbon fibre seat support, aluminium swingarm
Front Suspension: Ohlins FG353P forks 43 mm pressurized, with preload, rebound and
compression adjustment, TiN coated sliders
Front Wheel: Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as
GP6
Rear Suspension: Ohlins rear shock, with rebound, low/high speed compression adjustment, and
hydraulic preload adjustment
Rear Wheel: Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as
GP6
Tyres: Bridgestone, front 120/70 R17- rear 200/55 R16
Front Brake: Two Brembo radial “monoblock” callipers with four 34 mm pistons; two semi-floating
330 mm x 5 mm discs
Rear Brake: 240 mm fixed disc, calliper with two 34 mm pistons
Tank: Aluminum alloy
Dry Weight: 171 Kg /377 lbs
Instruments: New lightweight Corse electronic multifunction LCD dashboard with tachometer,
speedometer, trip/odometer, trip fuel, clock, air temperature, engine temperature, lap time, anti-theft
immobilizer, and several warning lights: fuel reserve, indicator lamps, oil pressure, neutral, high
bean lamp, EOBD, over-rev; complete error list.
Version Colours: Two colour versions:1) Desmosedici RR: painted in ‘Rosso GP’, with a white
number plate on the tail section; 2) the Desmosedici RR ‘Team Version’ - painted in ‘Rosso GP’,
and as with the factory Corse bikes, with broad white stripe on the fairing.
Versions: Single-seat(*) with racing exhaust (102 dB).
This article was taken from the wonderful website, Two Wheel Freaks ... www.2wf.com
http://www.2wf.com/content/view/825/2/1/0/
Motorbikes Today - Want to see something Scary - The Desmosedici
From Rubber Magazine - Ducati Desmosedici RR, The Ultimate Ducati Experience
The dream of a true GP replica has finally come true and the Desmosedici RR will be the first-ever
road-going motorcycle to offer such a stunning wealth of performance and technology that comes
directly from Ducati's experience in MotoGP. The RR derives from the Ducati Corse Grand Prix
racing Desmosedici GP6, the same bike with which Loris Capirossi and Sete Gibernau competed
with in the 2006 MotoGP World Championship.
The body design and the aerodynamics faithfully reflect the Desmosedici GP6. The colour scheme,
the fittings, the materials used in its construction as well as the technical features of the powerful
four-cylinder desmodromic engine built by the Borgo Panigale factory engineers, leave no doubts
whatsoever: the Desmosedici RR is the ultimate expression of the most extreme MotoGP racing
machine today.
This is the new frontier of Ducati technological evolution, a dream come true, demonstrating once
again the courage and the passion of Ducati, as well as the ability to transfer the experience of the
racing world to a machine that is destined for road use.
Vehicle
The engine clearly represents the beating heart of this fantastic motorcycle, but the technological
advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined
components, and a superb carbon fibre body. This is a motorcycle that is destined for an expert
rider, someone who is always looking for extreme sporting performance, as well as being an
exclusive, esoteric, reliable product that is more than capable of track racing.
The colour scheme of the Desmosedici RR was the work of Alan Jenkins, the designer and one of
the men behind the Desmosedici MotoGP, who was also responsible for the aerodynamics
package which is aimed at achieving maximum speed and excellent handling. The bike is totally
inspired by the racing machine, the Ducati Desmosedici GP6, from which it inherits all the
aggressiveness of its lines. It is fitted with a new lightweight multifunction dashboard, developed in
collaboration with Ducati Corse, the same one that has been fitted to the racing machine, the
Desmosedici GP7.
Desmosedici-style digital instrumentation is taken from Ducati's MotoGP GP7 project. This pure
racing, minimalist solution by Digitek has no switches or buttons to compromise its clean lines.
The wide screen allows the rider to read six values at the same time and to scroll through and
select from various menus by handlebar-mounted switch gear.
Activating the Ducati Data Analyser (DDA) riders are able to acquire up to 2MB of data
(approximately 3.5 hours). The system records several channels of data including: vehicle speed,
engine rpm, throttle opening, engine temperature, distance travelled, laps and lap times. So riders
are able to compare, analyse and get an inside view of the Desmosedici RR performance.
The bike's development could not have been made possible without the significant collaboration of
Vittoriano Guareschi, the official Ducati Corse tester, whose riding abilities and hundreds of hours
of track time have made a fundamental contribution to the evolution of the project.
For the first time the Ducati Desmosedici RR uses a new welded tubular steel trellis hybrid frame
(ALS 450) with the frame geometry that is the same as that of the Desmosedici GP6.
This construction guarantees an excellent stiffness-to-weight ratio, allowing superior manoevrability
and riding precision. Attached to the red frame is the rear seat support in high temperature resin
type carbon fibre. This material, normally used only on racing bikes, has the characteristic of being
extremely lightweight but exceptionally rigid.
The Desmosedici RR sports a new extra-long, cast, forged and pressed aluminium alloy
swingarm. The geometry and the technology of this component derive directly from the MotoGP
bike, and give the RR a high level of traction, and excellent weight distribution as well as a superb
stiffness-to-weight ratio.
In the suspension department the Ducati Desmosedici RR features the most advanced technical
components.
The rear suspension geometry and layout is the same as that of the GP6, with the rear shock
attached above the swingarm and to a rocker, which is hinged to the crankcase.
The front suspension features 43 mm upside-down Öhlins FG353P pressurized forks (PFF), with
TiN coated sliders. The forks, which come directly from competition use, as well as being
pressurized thus ensuring excellent track performance, are fully adjustable in preload, rebound and
compression.
The rear shock is also Öhlins and has rebound, low/high speed compression adjustment and
hydraulic preload adjustment.
For the first time ever, this Ducati production motorcycle features Marchesini forged and machined
magnesium alloy wheels, with a 7-spoke design as on the GP6. This helps to reduce unsprung
weight and inertia, all the while improving handling and suspension response.
With the aim of producing the ultimate track performance, Ducati and Bridgestone have developed
special tyres for the Desmosedici RR. The tread pattern, construction and profile are being
specially developed and produced by the Japanese tyre manufacturer.
The numerous racing components of this high-performance machine also include its Brembo
brakes. Up front the Desmosedici RR features a new pair of radial 'monoblock' callipers with four
34 mm pistons: monoblock technology, until now only used for racing callipers, allows calliper
stiffness to be increased, thus improving braking response; the front brake system is completed by
a radial master cylinder, with hinged lever and remote 'quick' adjuster that enables the right brake
lever position to be found during the ride. The pair of front brake discs are two semi-floating 330
mm x 5 mm discs, with machined flange. The Brembo rear brakes are made up of a 240 mm fixed
disc and a calliper with two 34 mm pistons.
The Desmosedici RR's new exhaust system has been specifically developed to deliver the best
power and at the same time to ensure road riding pleasure. Significantly lighter, it has been
engineered with a power-increasing 4-2-1 layout that uses 42mm diameter tubing with wall
thickness of 0.8mm (.030in) AISI 309. The new exhaust system is equipped with a pass-by valve
and ends with a silencer incorporated in the rear tail that features two exhaust exits to vertically
release the exhaust gas. The upper part of the rear tail combines a ceramic carbon fibre cover, the
same solution as single-seater F1 cars.
The Desmosedici RR will be available with a special race kit that includes a 102 dB racing exhaust,
a dedicated CPU, bike cover and paddock stand.
Two versions of the RR will be available: 1) the Desmosedici RR - painted in 'Rosso GP', with a
white number plate on the tail section; 2) the Desmosedici RR 'Team Version' - painted in 'Rosso
GP', and as with the factory Corse bikes, this has a broad white stripe on the fairing. A team
sponsor decal kit will be provided with each bike.
For this exclusive Ducati, a new dedicated service plan is included. Each Ducati Desmosedici RR
owner can benefit from a three-year warranty and three years of scheduled maintenance, free of
charge.
The Engine
With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new
D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of
engineering and precision.
Bore and stroke measurements are the same as those on the D16GP6 1000 cc (86x42.56), as
are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation
axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres
and pulse timing, which uses the Twin-pulse solution applied on the racing engine.
As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the
highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine.
As is the tradition at Ducati, the 90° angle between the cylinders is maintained.
This authentic copy of the GP engine is further endorsed by the use of a cassette type six-speed
gearbox and hydraulically actuated dry multi-plate slipper clutch.
The aim of producing a light but reliable engine has led not only to a component design of
unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials.
The crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and
alternator casing are made of sand-cast magnesium, technologies that match the lightness of
these alloys with the greater mechanical strength expected from structural components. The oil
sump, cam covers and clutch cover are made by pressure die-casting magnesium alloy, a
technology that allows significant thickness reduction on non-structural components.
A look inside the engine shows how the quest for high performance has led to the utilisation of
racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy
with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain
components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight.
Lightened through finite-element simulation (FEM), the timing gears are arranged according to a
pattern highly similar to the one used in the GP engine.
The piston has the classic high-performance engine architecture, with double ribbed undercrown
and a compact combustion chamber that brings the compression ratio to 13.5.
The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft
pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision
machining of a single piece of forged steel. The cone-shaped end of the crank-webs maximises
the use of the available space below the piston bosses and optimises crankshaft assembly
balance.
The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining, and the
crankcase halves' separation layout is the same as on the GP engine. The oil pump is of the
trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement.
Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole 'microjet' above-throttle
injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been
employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The
throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a
straight, plunging intake port configuration.
Like its GP counterpart, the engine acts as a connector between the chassis and the rear
swingarm/suspension, thus playing an essential structural and stiffening role.
This road-going MotoGP bike offers outstanding performance: when in its racing configuration, that
is, with the kit consisting of the supplied racing exhaust (102 dB) and control unit, it can reach a
maximum power of 200 HP.
With its catalysed exhaust system, the Desmosedici RR, type-approved for on-road riding, is
compliant with Euro 3 emissions standards.
THE GENESIS OF THE DUCATI DESMOSEDICI PROJECT: FROM TRACK TO ROAD
Without a shadow of doubt, courage, ambition, pride, ingenuity and heritage all form the basis of the
Ducati Desmosedici project. This important venture has simultaneously marked the return of Ducati
to the MotoGP World Championship, and enabled the company to confirm its tradition of
manufacturing successful, high-performance, four-stroke racing motorcycles
2003 would see the Italian manufacturer make a spectacular return to the Moto GP with a project
that had begun two years earlier and which had been developed by the Bologna manufacturer's
racing department. While still fully committed to Superbike racing, Ducati was also embarking on
this exciting new challenge, taking part in the MotoGP World Championship for four-stroke prototype
machines with the Ducati Marlboro Team.
"The philosophy of the Ducati Desmosedici project," declared Filippo Preziosi, Ducati Corse
Director General, "is best expressed as total integration between engine, chassis and rider. This
basic concept has been our philosophy from the very moment that we decided to tackle this new
challenge. The bike represents an important evolution over the Ducati Superbike and is the result of
new design techniques that have allowed us to integrate 'virtual' modelling and analysis with our
considerable racing experience. This has speeded up design and development time and enabled
us to immediately obtain surprising results. Ducati is fully committed to this project, which has
allowed us to grow quickly and transfer new technology to our streetbike product range, which as a
result has become increasingly reliable, thrilling and high-performance."
At first, Ducati's MotoGP technicians (a group of passionate engineers with an average age of 28)
had considered the possibility of creating a MotoGP 'super-twin', a latest-generation V-Twin
prototype, taking advantage of the regulations that give twin-cylinder machines a considerable
weight reduction over four, five or six-cylinder bikes. However, detailed analysis, including
numerous computer simulations, indicated that a twin-cylinder engine would just not have been
able to produce the required amount of power (more than 230 HP), without excessively increasing
the number of revs. A Twin would have had to rev at over 17,000 rpm, but this would require a very
short stroke and a very large bore, as a result producing possible combustion problems.
Ducati therefore opted for a brand-new V4 engine, which continued the traditional layout of its 90° L-
Twin engines, together with desmodromic valve control. This marriage of tradition and innovation
proved to be the path to follow. The engine was called Desmosedici because its 16 valves were
controlled by the desmo valve train system, a key factor in Ducati's numerous successes on the
track.
The tried and tested V-90° layout offers a number of advantages that have contributed to Ducati's
success on the track and allowed the Desmosedici project to achieve major results. The layout of
the cylinders guarantees perfect primary engine balance, an important characteristic for an engine
that is required to rev up to 17,000 rpm with minimum vibration, thus improving mechanical
efficiency and reliability.
The desmodromic system, designed for Ducati by the legendary engineer Fabio Taglioni, uses
rockers both to close and open the valves, and this allows the engine to function with extraordinary
precision at all rpm.
For the first 2002 tests, Ducati Corse produced two versions of the Desmosedici engine, one with a
regular firing order, and the other with paired cylinders firing simultaneously (Twin pulse). It soon
became clear that the latter version put the engine components through excessive strain, so it was
decided to use the first configuration. Subsequently, starting from the 2004 Dutch TT at Assen,
thanks to the evolution of the engine, the irregular firing Twin pulse version was used which gave
better driveability.
Ducati has also always aimed at excellence in performance through courageous and innovative
choices, such as the chassis of its bikes. While other manufacturers race with different versions of
an aluminium box frame, the Desmosedici has a tubular steel trellis structure, similar to the one
used with great success in World Superbike.
In May 2004, during the spectacular World Ducati Week, the mega-meeting held every couple of
years that attracts Ducati enthusiasts from all over the world, Ducati made an announcement that
many had been eagerly awaiting: The development of the Desmosedici Racing Replica, a road-
bike version of the Italian MotoGP contender that has fired up the enthusiasm of fans around the
world, was now underway and would soon be available for sale.
Thus began the Desmosedici RR project and, once again, in keeping with that tradition and spirit
that has always marked every decision, Ducati wanted to share this significant and exciting moment
with its fans and its public.
Orders started to flow in immediately and keen interest from Ducati fans made it clear that the initial
company forecast of three hundred motorcycles would be surpassed with extreme ease.
Before long, the project had started to take shape and just five months later, the new L-four
desmodromic engine was sitting on the test bench at the Ducati R&D department for its first
reliability and durability tests. Thus the new engine was put through the first "in motoring" and "in
firing" tests, designed to assess the duration and strength of the various components in view of the
stresses generated by such a powerful engine.
With the contribution of Alan Jenkins, the designer of the MotoGP Desmosedici, work began on the
aerodynamics and the livery - which, also from an aesthetic viewpoint, is absolutely identical to the
bike used on race tracks. The definitive version was presented at Mugello on the eve of the 2006
Italian GP. At the unveiling, the aggressive, streamlined design and the applied technical solutions
stunned everyone: the first ever road-going motorcycle to offer the stunning performance of a
MotoGP machine!
In the meantime Vittoriano Guareschi, the official test rider of the MotoGP Desmosedici, continued
with on-track evaluation, giving the development team a valuable helping hand in putting the
finishing touches to this gem of technology and style.
2007 would see the debut of the Desmosedici GP7 characterised by revolutionary changes to race
rules that limit cylinder capacity from 1000 to 800 cc; yet 2007 would also see the Desmosedici RR
hit the track. It made its debut at Misano in front of 50,000 Ducati fans from all over the world who
formed the very heart of the fifth edition of World Ducati Week. The first few laps were rightly notched
up by Vittoriano Guareschi, who opened up the throttle and let the mighty L-four really roar to the
absolute delight of the public, diehard enthusiasts, and the over 1000 purchasers who had already
ordered this esoteric motorcycle. All of the latter, in fact, had been invited to witness this first official
outing and see and touch the object of their desire for themselves.
In the meantime, an assembly line exclusively dedicated to the Desmosedici RR has been set up
at the Borgo Panigale factory. Everything is now ready for production (which will begin in October)
and for delivery of the first bikes.
The Ducati Desmosedici RR is the first and only true MotoGP replica, destined to celebrate this
prestigious race category's era of maximum engine size (1000 cc) and establish a new milestone
in terms of Italian technology, components, performance and style.
Technical Specifications
Engine
Type: L-4 cylinder, liquid-cooled, DOHC, Desmodromic, 4 valves per cylinder, gear driven camshafts
Displacement: 989 cc
Power: 147,1 kW 200 cv @ 13.800 giri/min / 147,1 kW 200 hp @ 13.800rpm
Torque: 11,8 kgm 116 Nm @ 10.500 giri/min / 11,8 kgm 85,55 lb-ft @ 10.500rpm
Fuel injection: Four 50 mm Magneti Marelli throttle bodies, 12-hole "microjet"with injectors over
throttle, manual idle control
Exhaust: '4 into 2 into 1'vertical exit exhaust/silencer
Emissions: Euro 3
Trasmission
Gearbox: 6-speed; Cassette type
Clutch: Dry multi-plate slipper clutch, hydraulically actuated
Vehicle
Body: Full carbon fibre bodywork
Frame: Tubular steel trellis hybrid, carbon fibre seat support, aluminium swingarm
Front Suspension : Ohlins FG353P forks 43 mm pressurized, with preload, rebound and
compression adjustment, TiN coated sliders
Front Wheel : Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as
GP6
Rear Suspension : Ohlins rear shock, with rebound, low/high speed compression adjustment, and
hydraulic preload adjustment
Rear Wheel : Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as
GP6
Tyres: Bridgestone, front 120/70 R17- rear 200/55 R16
Front Brake : two Brembo radial "monoblock" callipers with four 34 mm pistons; two semi-floating
330 mm x 5 mm discs,
Rear Brake: 240 mm fixed disc, calliper with two 34 mm pistons
Tank: aluminium alloy
Dry Weight: 171 Kg / 377 lbs
Instruments: New lightweight Corse electronic multifunction LCD dashboard with tachometer,
speedometer, trip/odometer, trip fuel, clock, air temperature, engine temperature, lap time, anti-theft
immobilizer, and several warning lights: fuel reserve, indicator lamps, oil pressure, neutral, high
bean lamp, EOBD,overrev; complete error list.
Versions
Colours: Two colour versions:
1) Desmosedici RR: painted in 'Rosso GP', with a white number plate on the tail section;
2) the Desmosedici RR 'Team Version' - painted in 'Rosso GP', and as with the factory Corse bikes,
with broad white stripe on the fairing.
Versions: Single-seat
