Space considerations with the street-going D16 meant that some portions of the MotoGP design couldn't be used. One example is that the MotoGP engine uses a dry-sump oil lubrication system, but the D16RR uses a conventional wet sump setup. The reason? There wasn't enough room for the dry sump system's separate oil tank. Engine packaging and maintenance concerns also forced the relocation of the water pump from its racebike positioning on the right side between the cylinder banks to the left side below the alternator, forcing engineers to make some innovative yet elegant designs in order keep the engine narrow for ground clearance. The D16RR engineers were allowed just 1cm extra width on each side compared to the MotoGP engine, an enormous task considering the added parts (such as the alternator, battery and supporting wiring, starter motor) that also added bulk.
Think about that for a minute: a comparatively small company with limited resources had to design and produce an engine that-although very closely based on a proven racing unit-was basically built from scratch. And many of the specialized components had to be produced by skilled vendors who were accustomed to making small batches for race teams. These engines had to pass all necessary emissions and noise standards, yet produce serious horsepower, all while being built in numbers that require some mass production techniques. The words "incredibly ambitious" come to mind, yet Ducati pulled it off masterfully.
The Desmosedici RR is the...
The Desmosedici RR is the only production motorcycle to be equipped with the GP-spec Öhlins FG353P gas-pressurized fork. Brembo monobloc calipers and 330mm discs provide outstanding stopping power.
The 989cc gear-driven desmodromic...
The 989cc gear-driven desmodromic valve V-four is a work of art, especially considering the fact that it was designed and built from scratch. Contrary to popular opinion, while the engine is very closely based on the GP06 MotoGP powerplant, it is not an exact replica; instead, it was designed and built expressly for the D16RR.
Packaging concerns with the...
Packaging concerns with the D16RR engine meant the water pump had to be repositioned below the alternator cover (instead of between the cylinder banks as on the MotoGP engine). Note the nicely cast aluminum piping from the water pump, necessary for ground clearance.
The steel-tube trellis chassis has also been mistakenly reported to be exactly like the GP06 racebike's frame. Like the engine, while the chassis uses the same design with the front subframe attaching to the front of the engine along with the aluminum swingarm in the rear pivoting directly in the engine cases, there are subtle differences in each component that were made in order to better suit the D16RR's different performance demands. These changes were arrived at after extensive testing with riders of varying skills.
The Desmosedici RR also permitted Ducati to let its loyal suppliers showcase their respective strengths. For example, the D16RR is the first production bike to utilize Öhlins' GP-spec FG353P gas-pressurized inverted 43mm fork, a very specialized component that usually costs over $10,000 (and is only made available to favored race teams). The D16RR is also the first production bike to be equipped with forged magnesium wheels, with Marchesini supplying special units that have been subtly beefed up in order to meet the durability requirements for street use. Even the tires are specific to the D16RR, with Bridgestone providing new BT-01R "Uno" radials that were specially developed with the bike during its prototype stages.
(Our thanks to Chris Jonnum and David Bull Publishing for letting us take a pre-release look at their upcoming book, "Ducati Desmosedici RR", from which much of this technical information was gleaned. -Ed.)