Desmosedici RR announcement |
Engine of the
original street version of
the Ducati Desmosedici |
information from 2004
The Ducati Desmosedici Project: From Track to Road
History and Background
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" modeling 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 street bike
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.
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
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 drivability.
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
aluminum 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
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 --
characterized 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.
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.
Ducati Desmosedici GP by the Numbers
Capirossi and Bayliss have a sensational debut
season with the Desmosedici, the Italian finishing on
the podium in the bike’s first race and following this
up with an extraordinary win in the Catalunya GP. Ducati
finish second overall while Loris and Troy finish fourth
and sixth respectively. Hodgson dominates the World
Superbike season with the all-new 999 to take the
riders’ title and, together with Xaus, clinch Ducati’s
twelfth manufacturers’ crown.
24-year-old James Toseland becomes the youngest
ever World Superbike champion as he powers the 999 to
its second successive title win. Team-mate Régis Laconi
finishes runner-up to ensure Ducati’s thirteenth
manufacturers’ title. Youngster Lorenzo Lanzi campaigns
a 749 in Ducati’s return to World Supersport, finishing
a creditable fifth overall. In MotoGP both Loris Capirossi and Troy Bayliss succeeded in finishing the
season on a high note, a difficult season which saw both
Ducati riders finish on the podium, thus demonstrating
the worth of the Desmosedici MotoGP project.
In MotoGP, Loris Capirossi campaigned the
Desmosedici for a third successive year, the Italian
scoring two spectacular back-to-back wins in the latter
half of the season. His team-mate was Spaniard Carlos
Checa, who also picked up two podiums towards the end of
James Toseland and Régis Laconi both won races
in the World Superbike Championship, but were unable to
challenge for the title, while a new star was born when
Italian Lorenzo Lanzi took a third factory 999 bike to
two wins in the final races of the season. Ducati Corse
were also officially involved on a third front, the
Italian manufacturer making a major effort to win the
AMA Superbike title in America with Neil Hodgson and
Capirossi again spearheaded the Ducati attack in
one of the most exciting MotoGP championships in
history. The Italian won three races and took eight
podiums to finish his best season with the Italian
manufacturer third overall. It was a difficult year for
team-mate Sete Gibernau, who sparked off a spectacular
crash at the start of the GP Catalunya which conditioned
his entire season.
Troy Bayliss returned to World
Superbike for Ducati Corse and capped a superb year by
winning a second world title, five years on from his
2001 victory. The 37-year-old Australian then wrote
another remarkable chapter in Ducati’s history when he
won the final round of the MotoGP championship at
Valencia after being called in to replace Gibernau.
The first year of the new MotoGP 800 cc era. The Desmosedici GP7 has an all-new 800 cc power unit:
smaller and more compact, it is, compared to the 990 cc
engine, characterized by regular firing intervals which
enhances maximum attainable power and contains fuel
consumption. The two standard-bearers of the new MotoGP
2007 team are Loris Capirossi and young Australian
talent Casey Stoner.
Qatar: Casey Stoner rode to a
perfect victory and immediately occupied the top spot in
the championship rankings.
Shanghai: Following a 5th place in
Jerez, the young rider from Australia notched up an
authoritative win at Istanbul and then took his third
victory of the season at Shanghai, reinforcing his
leadership even further.
Catalunya, Donington: Following a 3rd place in the
rain at Le Mans and a 4th place in the Mugello GP, Casey
then went on to win epic battles both in Catalunya and
in England at Donington Park.
Assen: At Assen, in the ninth
round of the MotoGP world championship, the gifted
Australian rider took second place and also achieved a
good result at Sachsenring (5th place).
Laguna Seca: After dominating both practice and qualifying, he
grabbed pole position and then, on the Sunday, once
again clinched a place on the top of the winners’
Brno: Stoner notched up his seventh victory of
the season and at Misano, in front of thousands of
supporters, started from pole to take another victory
and the highest place on the podium.
Thanks to eight wins, Casey Stoner is now in a
commanding position at the top of the points table – a
dream come true for innumerable Ducati fans, as he now
looks unstoppable in his quest for 2007 championship
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 centers 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
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
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
A look inside the engine shows how the quest for high
performance has led to the utilization 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 maximizes the use of the available
space below the piston bosses and optimizes crankshaft
The sand-cast aluminum 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
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
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
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 catalyzed exhaust system, the Desmosedici RR,
type-approved for on-road riding, is compliant with Euro
3 emissions standards.
(*) Data obtained with exhaust open.
Ducati Desmosedici RR: The Ultimate Ducati
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 color 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.
On Track With the D16RR
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.
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
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
cylinder, liquid-cooled, DOHC, Desmodromic,
4 valves per cylinder, gear driven camshafts
– 200 hp @ 13.800rpm
– 85,55 lb-ft @ 10.500rpm
mm Magneti Marelli throttle bodies, 12-hole
“microjet” with injectors over throttle,
manual idle control;
4-into-2-into-1 vertical exit
multi-plate slipper clutch, hydraulically
carbon fiber bodywork
steel trellis hybrid, carbon fiber seat
support, aluminum swingarm
FG353P forks, 43 mm pressurized, with
preload, rebound and compression adjustment,
TiN coated sliders
Marchesini forged and machined magnesium
alloy wheels, with 7 spoke design as GP6
rear shock, with rebound, low/high speed
compression adjustment, and hydraulic
Marchesini forged and machined magnesium
alloy wheels, with 7 spoke design as GP6
Bridgestone, front 120/70 R17- rear 200/55
Brembo radial “monoblock” calipers with four
34 mm pistons; two semi-floating 330 mm x 5
fixed disc, caliper with two 34 mm pistons
||171 Kg /
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: 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.
Chassis and 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 fiber 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 color 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 Analyzer (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 traveled, laps and lap
times. So riders are able to compare, analyze 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
This construction guarantees an excellent
stiffness-to-weight ratio, allowing superior
maneuverability and riding precision. Attached to the red
frame is the rear seat support in high temperature resin
type carbon fiber. 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 aluminum 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
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
The rear shock is also Öhlins and has rebound, low/high
speed compression adjustment and hydraulic preload
Wheels and Tires
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
With the aim of producing the ultimate track
performance, Ducati and Bridgestone have developed
special tires for the Desmosedici RR. The tread pattern,
construction and profile are being specially developed
and produced by the Japanese tire 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 calipers with four 34 mm pistons.
Monoblock technology, until now only used for racing
calipers, allows caliper 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.
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 caliper 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 fiber 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:
- The Desmosedici RR - painted in ‘Rosso GP’, with a white
number plate on the tail section;
- 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.
A new dedicated service
plan is included for this exclusive Ducati. Each Ducati Desmosedici RR owner can
benefit from a three-year warranty and three years of
scheduled maintenance, free of charge.
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