Motorcycle specifications Ducati999 2003 The new legend

succeeding the legendary 916 was virtually mission impossible. So we might as well be daring, even if it means upsetting people. The main thing is that Ducati's big sports car is still a diva. When it was unveiled, the 999 shocked many, but the Italian manufacturer's CEO had no hesitation in announcing this machine as THE bike of the decade.

From the outset, the Bolognese surprised. It may not be as graceful as its predecessor, but it's extraordinarily sleek. It almost looks like a 125. The bodywork has been extensively worked on in the wind tunnel to optimize air penetration. For example, the two "added" panels contribute greatly to aerodynamics. Strange, but still Ducati.

This sports bike retains the trellis frame and a desmo twin-cylinder engine. It's certainly the rear end that will grieve lovers of Tamburini's pencil strokes (creator of the 916) the most. Gone are the monobar and double silencer. The new classic swingarm is designed to provide greater rigidity and improved stability.
New as it is, rarely has a production bike come so close to the concept of a factory wheel. The mirrors can be removed by unclipping them, the footrests can be adjusted to 5 positions, the caster angle is still adjustable, but now the position of the seat-tank assembly can also be adjusted (by 10 mm) (only on the single-seater version). As for the instrument panel, it's now a real little on-board computer.

At the end of our surprises? Certainly not. A 748 or 996 driver won't find his bearings. On the 999, the riding position is less forward-leaning, the wrists are less tormented by the half-guidelines, the seat is lower, and there's more freedom of movement - Ducati's legendary discomfort seems to have taken a back seat.

Even the handling has come to its senses. From the 916 to the 998, these hypersportives demanded a very special kind of riding: anticipating, squeezing the machine, bringing it into the bend with strength and conviction; a physical and demanding exercise. With the 999, all this has been transformed into impressive agility and spontaneity. It retains the fabulous precision of Bologna's products, as much as its imperial stability. At last, you can drive more relaxed. The Ducati obeys without flinching, whether you delay braking, violate the machine or put the throttle back on as you exit the bend.

Despite its name, the engine is a 998 cm3. The bike houses the excellent Testastretta block, which gains a new airbox, more torque and greater comfort. Generous in the mid-range, it then explodes at around 7,500 rpm, rushing like mad up to the 5-figure mark. To calm the beast, the beautiful double-disc unit provides a good feel and formidable power. However, it seems to lose some of its effectiveness as the revs increase. Could it be the brake pads?
Don't think that the 999 has become a Ducati for kids. While the bike is easier and more instinctive than the 998, it's still a long way from the agility provided by an Aprilia RSV 1000 R, its direct competitor. Let's not even compare with Japanese bikes, which will seem like bicycles in comparison. A Ducati has to be ridden, and held if you don't want it to deviate from its intended trajectory.

Given the technological advances and the design/development phase, we might have feared a price explosion. But the factory has kept costs down by streamlining production. The 999 costs €17,000. Add another €4,000 for the S version, with its twin engine boosted to 136 hp and Öhlins suspension. Head-to-head, the 998 takes a beating, but boasts a magnificent past. In superbikes, the 999 has taken up the torch with dignity: it's untouchable.

M.B - Manufacturer's photos