Because there is no frame...
Because there is no frame for the footpeg brackets to attach to (the swingarm pivots directly in the engine cases), the brackets attach to the self-supporting carbon fiber seat/tail-section. That they work without excessive flexing is a very impressive engineering and production feat.
Climbing aboard the D16 reveals a fairly stretched-out riding position, with a long reach to the low-set clip-ons-basically the same as the GP06 MotoGP racebike I rode back in November of '06 ("Full Speed Ahead", April '07), in keeping with its MotoGP replica intentions. The Ducati Performance self-supporting carbon tailpiece has a racebike-style saddle as well; firm, one-inch-thick seat foam is basically there to keep your posterior planted and provide good chassis/rear tire feedback, and nothing else.
Turn the key, and the Marelli LCD dash quickly goes through its diagnostic check while the whir of the fuel pump signals its pressurization of the fuel system. The starter will not engage until the various engine parameters are met, which takes a few seconds. Then once the starter engages, the D16 requires just a smidge of throttle to light off properly, at which point you are met with a ferocious bark from the dual exhausts (our bike was fitted with an exquisitely crafted titanium Ducati Performance exhaust that features one canister protruding out the rear of the tail section, and one exiting beneath the right footpeg, just like the GP06) along with a blizzard of mechanical noise from the valve train. This is definitely no refined and restrained streetbike-the mechanical noise alone sounds like it would be enough to fail the EPA sound test.
The instrument panel and mirrors...
The instrument panel and mirrors are basically the same as current 1198 models. Note the front brake free-play takeup adjuster cable running just in front of the top triple clamp.
Clicking the D16 into first gear reveals very little of the transmission clunkiness you usually find in conventional streetbikes; you only feel the slightest take-up of drivetrain lash, and clutch pull is much lighter than the V-twin desmos. The dry slipper clutch is also thankfully more robust than the units on the V-twins, with little of their grabby and noisy characteristics, even during aggressive launches.
The D16 runs a little rough just off the bottom, likely a by-product of the single injector per cylinder setup. In order to have sufficient fuel flow at high rpm for a 170-horsepower engine, a large capacity injector must be used; this compromises its ability to control fuel flow at lower rpm where precise delivery is required for smooth running. The engine quickly clears its throat once past the 3000-rpm mark however, revealing a powerplant with plenty of midrange grunt, despite its very oversquare bore/stroke dimensions. The torque curve is fairly smooth up to 9500 rpm, and we're sure plenty of D16 owners will happily troll around this section of the powerband in perfect bliss at how user-friendly its engine is.
The Öhlins PRXB single-tube...
The Öhlins PRXB single-tube rear shock has a huge 46mm piston that enableos it to provide better and more consistent damping. The fully adjustable (rebound and high/low-speed compression damping, plus hydraulic spring preload) shock would normally cost more than $1000, and has been used on many World Championship-winning bikes. Linkage ratios are identical to the GP06 MotoGP machine.
Let the revs climb beyond that point at anywhere near full throttle though, and the beast within quickly surfaces. In the span of just 1000 rpm, the D16 explodes from a docile 116 horsepower to an attention-getting 139 horsepower, and power continues building exponentially from there as the desmo V-four ravenously devours the upper portion of the rpm scale. Spec chart mavens are probably scoffing at the 169.8 horsepower peak reading from our Superflow Windyn dyno chart, but what that doesn't take into account is how quickly the engine revs, plus the fact that it weighs 425 pounds with lightweight magnesium wheels with less rotational inertia (easier to spin faster-as in accelerate). One need only look at the D16's scorching 9.49 second at 152.80 mph quarter-mile time-which could've been much quicker had we not been so wary of abusing the Ducati's expensive clutch and performed some chassis tweaks such as lowering, tire pressures, etc.-to get an idea of its accelerative prowess.
Thankfully the chassis and running gear are up to task of harnessing that power. The race-spec Öhlins suspension handled all manner of bumps and dips that the Infineon circuit could dish out-provided both ends were set up correctly. Our first session was a fitful group of laps that had us chattering and bouncing our way around the track, making us even more paranoid about possibly skittering a $90K-plus motorcycle down the track on its side.