* Ducati 999 Price £11,250 :
* 998cc Liquid cooled 8v 90° V-twin :
* Dry weight 199kg Insurance group 17 :
* Claimed power 124bhp @ 9,500rpm :
* Issue tested: October 2002/March 2003
* Contact: Ducati UK on 08451 222996
The seven wonders of the world have remained untouched for aeons. The Pyramids have never had Llewelyn-Bowen round for a re-style and Titchmarsh hasn't laid his grubby mitts on the Hanging Gardens of Babylon. But the eight wonder of the world, the Ducati 916 series, has now emerged from the mother of all makeovers.
Ducati charged Pierre Terblanche with the onerous honour of replacing an icon, a bike swathed in victorious history held close to the hearts of millions, whether each Ducatisti member owned one or not. The brief was to amalgamate everything from rider ergonomics to the Testastretta engine in a bike that would still pump Bologna's blood through its veins. However, Terblanche was given precious leeway when function was specified over form. This meant that the best components were utilised, whether they were completely new or improved version of 998 parts. Terblanche then proved that style and substance can live together harmoniously by wrapping the bike in a contemporary cloak. Ducati talk of a 'redvolution' in that the 999 mixes the old and the new, passion and circumstance, technology and tradition, all swathed in the most evocative red in the world. Despite this, the 999's appearance is undoubtedly the biggest talking point. The bike is clearly a Ducati but there are no concessions to beauty pageantry and the styling is intentionally functional. Everything from the mirrors to the silencer has been in the wind tunnel in an effort to become one with the wind. The snout has a reduced frontal area to improve aerodynamics (hence the stacked headlights), the side conveyers (at the front of the fairing) reduce drag, as does the GP style extension of the bodywork towards the swingarm.
The rider has been at the forefront of Terblanche's mind. The seat lower by 15mm, the frame narrower by 20mm and the (double sided) swingarm longer by 15mm. These changes are designed to improve nimbleness whilst increasing acceleration/deceleration stability - but adjustability is the key word. Most impressive is the seat and tank unit, which is able to move to three different positions (20mm in total). This feature is integral to the 999's philosophy as this movement lets the bike adjust to the rider, not vice versa. There are five-way adjustable rearsets and fully adjustable clutch and brake master cylinders that compliment the adjustable trail as featured with the 998. These changes give riders the opportunity to customize their 999 to themselves and their situation. Revolution indeed. The motor barely gets a mention but internals have been changed to give a better spread of power over the 998. It pumps out 124bhp with masses of torque laid right where it should be but the engine plays a supporting role for the rest of the 999 – and the curtain is about to be raised. So to Misano, a sun baked and sand covered circuit to test the most delicate of right wrists. With the Testastretta warm and the Michelins scrubbed in it was time to perform the nervous ritual of the first session. After pottering down pitlane on the pegs to stretch the leathers the return to the seat was unexpectedly pleasant. The lower seating position gives a feeling of 'in' as opposed to 'on' as with 998. The pegs felt good from stock so the adjustable gear and brakes levers remained untouched too. The shorter reach to the clip-ons force a sporty pose, but not a contorted one. Hang about, Ducatis are supposed to hurt more than this.
