Ducati 999

I ended my first ride aboard Ducati's new 999 feeling somewhat relieved and very satisfied. That's because the replacement for 1994's 916 and its progeny retains all the character and performance of its predecessors - alongside a fair share of both the ingenious and frustrating. It's still very much a Ducati.

When I began skimming through the official 999 literature in July this year, I noted with surprise the very non-Italian notion of 'function over form' was a major aspect of the new bike's design.

Later, as reports describing the riding position as 'comfortable' filtered in, I considered the possibility that a soft and, dare I say it, bland Ducati flagship had made it into production - a concern, as the things sell by the container load precisely because they're narrow-focused sportsbikes.

Instead, the 999 has proved to be every bit a red-blooded Italian sportsbike, and a worthy replacement of its award-winning brethren as well as undeniably improved, in most respects anyway. The sidestand still sucks, for instance...

AUSSIE FIRST
The chance for the first Australian test on the 999 presented itself just as AMCN was awash with testbikes and pre-booked engagements - but naturally I dropped everything to climb aboard one of the most eagerly-awaited 2002 unveilings.

Our testbike arrived Down Under as the display bike for the recent Sydney Motor Show, and was barely run-in when it turned up at Horror HQ. The trick LCD instrument panel had ticked over just 555km when I first climbed aboard. It didn't take long to fix that.

The digital display is Ducati's first departure from an analogue speedo, but the huge Magneti Marelli tacho is more traditional, including the lack of redline, and - centrally-mounted above the LCD panel - is the main focus while on the move.

While the speedo is a head down, 'I can't see where I'm going' affair, the remaining part of the panel is well thought out and useful. You can even time yourself on a run down tp the milkbar with the built-in stopwatch! Additionally, there's a top speed function for both engine and road speed, a consumption indicator, plus the usual trip meters and LCD gauges (engine and ambient temperature, and battery voltage).

All this electronic trickery is far removed from the Ducati norm on the marque's flagship sportsbike models, but is in keeping with the 999's design brief as a 'motorcycle of the future'.

FUTURE SHOCK
The styling is certainly as such - futuristic, I mean - but Ducati design chief Pierre Terblanche reckons the styling was penned with rider comfort firmly in mind, not merely outright performance. Hence the adjustable footpegs, handlebars, levers and, on the monoposto model, seat.

The riding position remains sport-focused but, courtesy of its low, long stance, there's no debating it's more comfortable to sit astride. There's still weight on the wrists, but the reasoning for this now seems based around accentuating front wheel feedback, not merely torturing the rider, as the 916/996/998 was quite adept at.

The reach to the 'bars is on a par with the 998 (see accompanying ergonomics panel), while the leg room is nearly similar - but the seat height is lower. Astride the 999, that is reflected in riders ranging from 175cm (me) to the Ed's 187cm claiming the 999 as the most comfortable Ducati sportsbike they'd ever been on.

And it's so narrow! On the move, I found myself positioned such that my knees drew roughly level with the rear cylinder's Testastretta head, which sits unencumbered by bodywork or fuel tank. The sensation is not unlike riding a dirtbike - so slim - and moving around on the 999 is a piece of cake. The only downside is the heat that emanates from the bare metal bakes your legs on hot days.

MIRROR, MIRROR...
As for styling faux pas, the rear view mirrors are pretty much useless for keeping an eye on the, umm, rear view, although the integrated indicators are a great idea - they 'clean up' the front end of the bike, and look more purposeful in comparison to the 998's stalk-mounted flashers.

The sidestand, while no longer of the 'suicide' variety (self-retracting) is nothing short of abysmal. I had to dismount before I could extend the dismal contraption while wearing race boots, and it is way too short - exacerbated by the fact it extends too far forward. It leaves a very expensive motorcycle teetering on the edge of catastrophe. Arrrrgh!

Last on the list is the flimsy fuel filler cap, which flops around on its mounting pin like a cheap piece of tin. Not good enough on a $28,495 motorcycle.

However, despite the negatives, the styling works for me. The bike looks squat and purposeful, and in the flesh - particularly when on the move - it looks a treat. It worked for most of the throng that stopped me in the street, too, and that's the appeal of a bike such as this.

SOFTLY, SOFTLY
Further enhancing the new-found rider comfort is the suspension. The Showa units front and rear are compliant on standard settings, but a firmer ride is only a tweak of a screwdriver (or in the rear shock's case, allen key) away, with compression, rebound and preload adjustment at both ends.

The rear is also adjustable for ride height, independent of preload, and the front fork rake is adjustable between 23.5 and 24.5 degrees via an eccentric in the steering head, like the 998.

The 43mm USD fork tubes are TiN-coated like the 998, but work somewhat differently. Smooth is the key word here, the presence of bumps transmitted back to the rider without the harsh response the 998 displayed on anything but racetrack-like roads. The 125mm fork travel is used progressively in real world conditions, and while still on the firm side, doesn't rattle the fillings like a 916-derivative. Much better for road use at licence-preserving speeds.

The rear is much the same - even when riding bumpy back roads my butt wasn't bounced out of the seat, yet was firm enough to cope with the dollops of Testastretta grunt pumping out the rear Michelin Pilot Sport.

The 999 still steers a little like its predecessors, requiring a bit of effort to turn when I wasn't in 'press on mode' or through slow corners, but is a far sight more nimble than the 998, direction changes requiring much less muscle be flexed for the same result.

This is still a bike that thrives on rider input - the more you put in, the more you get out of it. Sitting idle through a corner, I find the 999 feels almost uncooperative, but a bit of a weight shift here, a push on the 'bars there and it responded like the thoroughbred it is. Joy.

SUPER STRESSED
To propel the 'motorcycle of the future', Ducati has opted for its much-refined Testastretta engine, which first graced a roadbike within the 2001 996R, then the 2002 998.

Ducati claims changes have been wrought upon the crankshaft, cylinders and cylinder-heads for the 999, which includes larger inlet and outlet valves. The airbox is now larger at 12.5lt, and the Magneti Marelli fuel-injection is derived from Troy Bayliss's racebike. It's no wonder then, that the injection is so precise - I couldn't fault it.

While the 'evolutions' result in only a small peak power gain, and perhaps a loss of low-down torque, the engine feels smoother and freer-revving than the 998's, perhaps because of the car-like rear Zeuna muffler, but also thanks to the on-going engine development.

The muffler is one example of form that I can't come to grips with - it reminds me of Ned Kelly's home-made helmet. Luckily the engine note remains recognisable to Ducatisti around the world, if a little muted at idle.

Torque and power make their presence felt from 5000rpm, and the run from 6000rpm to the 10,300rpm rev limiter takes but the blink of an eye in the lower gears.

Throttle response from below 5000rpm is clean enough, but I didn't need an excuse to rev it higher than that - this engine revs so cleany with so little vibration, that it's no chore to keep it spinning up high. Seems like the refinements did their job, then...

SWAPPING COGS
The gearbox was smooth and positive, especially considering the low kilometres on our testbike, and the ratios well selected.

Around town I found fourth gear was high enough, only using top cog (sixth) on the open road. That's good for just 3450rpm at 100kmh - nice and miserly for fuel economy, but requiring a gearchange or two for a swift overtaking move.

Some owners might opt to add a tooth or two to the rear sprocket, but it's not really necessary, and it might affect the reasonable 16km/lt fuel economy I recorded.

Hard brakers will like the 999, the four-pot Brembos are devastatingly effective - maybe even too much so. On a number of occasions, while braking hard approaching a corner, the rear wheel became awfully light over bumps, and when braking from north of 120kmh to a complete standstill, the front brake levered the rear off the ground - this despite the 999's 20mm longer double-sided swingarm.

At the time of my braking antics the testbike was untouched from standard suspension settings, so I'm sure that tendencies can be dialled out. We only had the bike for a limited time, so I didn't have a chance to repeat the unexpected 'stoppie' with altered settings.

While this behaviour is fun, it can also be a little disconcerting on a tight, bumpy Australian road. Admittedly, nobody else who rode the bike suffered anything like it, so perhaps it's my riding style I should be looking to adjust...

UPPING THE ANTE
Ducati has topped the sports V-twin class for a long time now, and while Aprilia's RSV1000 ($24,497) and Honda's SP-2 ($21,990) remain unchanged, I can't see the $28,495 999 altering the pecking order.

The new bike is more comfortable than any of the 916-derivatives before it, and as a consequence is easier to ride. Ducati has achieved this feat without drawing the bike's performance into question - the engine is a gem, and the chassis now boasts real world ability - and how it adapts to a racetrack is something I look forward to finding out.

The styling will remain an issue for some, but it's amazing what a difference a bit of time makes and, as I've always maintained, you can't see what a bike looks like when you're actually riding it. I agree with most of the world's press; it doesn't photograph well, but it is distinctive, original and recognisable as a Ducati. And I reckon it looks damn good in the flesh.

While the dedicated Ducatisti won't find a problem with the 999, it may be a little harder pressed to attract new buyers until the styling has become more accepted. The fact that the entire first Australian shipment was pre-sold may indicate that that is already on its way to approval status. The 999 is unquestionably a step forward for Ducati. All that remains is to organise a three-day racetrack outing to confirm my feelings. I'll get right onto it...