WHAT MAKES THE 999R SO SPECIAL?

The 999R first arrived as a 2004 model in late 2003, a year after the 999 and 999S were launched, although it raced (and won) in the 2003 WSB championship. Following the grand traditions of Ducati’s homologation specials, the 999R was far more than just a 999 with a few bolt-on extras. Powering the 999R is a motor with a true 999cc capacity, where the 999 and 999S are actually 998cc. Based on the 998R’s short-stroke engine, the 999R has a 104mm bore and 58.8mm stroke, which is 4mm bigger and 4.7mm shorter than the stock 999 engine. However, Ducati didn’t just transplant the 998R motor into the 999R. As well as boosting its compression ratio from 11.4:1 to 12.3:1 through new pistons, the whole motor was revised and tweaked to produce a claimed 139bhp. However, in 2005 it got even better when Ducati released an updated version of the 999R to give it a fighting chance in the American AMA championship. The 2005 999R features a re-designed cylinder head containing larger titanium valves than the earlier model’s steel items with the intake up from 40mm to 42mm and the exhaust increased by 1mm to 34mm, as well as more aggressive cams and a 12-hole fuel-injection system. Like the older 999R, the 2005 model runs titanium conrods, but they bolt to a lighter crankshaft. The net result is a 999R that makes a claimed 150bhp and 117Nm of torque – wow! In terms of its chassis, the 999R is pretty tried and tested. Suspension is by Öhlins, brakes from Brembo, forged wheels by Marchesini and you get a lovely lightweight magnesium front section to house the headlights as well as a full carbon fairing and adjustable head angle. The 2005 model features a re-designed nose fairing with fewer vents as well as a wider screen.