THE TEST - Ducati UpNorth

THE
TEST
*
Affordable exotica
Why run with the crowd when you’ve worked hard
in life? Indulge yourself with one of these beauties
TEST TM
ROUTE
Motorway 154 miles
7 towns,
Urban
23 villages
A Roads 124 miles
B Roads 132 miles
WORDS BY MARTIN CHILD + PHOTOGRAPHY BY CHIPPY WOOD AND TOM CRITCHELL (STUDIO)
TEST TEAM: MARTIN CHILD + TOM BEDFORD + PETE BOAST + ANDREW MOOK
Benelli Tornado Tre
Ducati 999
Aprilia RSV-R
£8525, 189kg, 117bhp, 151mph
£9795, 199kg, 103bhp, 141mph
Incredible to look at, the Tre is the
budget end of the Benelli range,
having just had a £2000 price cut.
Evocative to ride, but yet to prove
it can stay the course.
The old Tornado was a 650cc
twin sports tourer from way
back in 1969.
The successor to the beautiful
and dominant 998, the looks
of the 999 divide opinion
but there’s no arguing with
the performance.
The old 999 was the 998 – which
is still winning races on the World
Superbike stage.
More successful as a road bike
than race bike, the RSV-R was
always the best V-twin for you
and me. Does the new bike follow
that trend?
The old RSV-R is now called the
Factory and the old RSV Mille is
now called the RSV-R. Simple. Eh?
Baby bro’ to the 999 and the choice
of many in-the-know riders. What
it gives away in power it claws back
in handling.
The old 749 was the 748. Object of
a thousand posters and one of the
sweetest packages in motorcycling.
When it was working.
£9999, 198kg, 110bhp, 139mph
£11,250, 199kg, 115bhp, 148mph
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The Bike Test Route
Welcome to the future of road testing
There has never been a test quite like this. Full-on science meets mile after mile of gritty, real-road
blasting.Whatever the bike, whatever the weather, the Bike Test will deliver the definitive verdict
on which one you should buy. Road testing will never be the same again. Part one is the revised,
tougher-than-ever Bike Test Route: 440 miles of hand-picked roads. From tyre-blisteringly fast A
roads and twisty back roads to soul-shrinking motorways and the trickiest of rush hour towns, the
route will highlight the best and worst of a bike’s behaviour. Part two is the test track. Pushing
machines to their limits around the notorious Bruntingthorpe test facility, we measure top speed,
acceleration and braking, then put in a dozen laps of the fast, bumpy circuit to pinpoint which bike
handles best and why.There’s more. Part three is the perfect weekend: we do track days,
touring… whatever’s necessary to see how each bike will cope on your dream weekend. Part
four is dyno testing, home servicing and living with it. Only then can we reach a verdict. Believe it.
Ducati 749S
*
*
THE
TEST
‘By lunch my arse
and I weren’t
talking and by
supper I was filing
for divorce’
Benelli Tornado Tre £9999
When Aprilias are too ordinary and Ducatis too common, try one of these
BENELLI? WHO THE HELL are they? Unless you
were born in black and white, the association of
the Italian marque with superbikes could have
you scratching your lid. Way back when I was
half my height, I vaguely remember a Benelli Sei.
Sei for six. This was a seriously monstrous bike
with a six-cylinder 900cc engine and de rigueur
(for the Seventies) flexi frame and straw forks.
If you grew up on one of those, chances are
you didn’t grow up to be very old.
We might live in glorious colour now, but the
imagined evilness of the Benelli of yesteryear is
with me. Three miles into the Bike Test Route
and it’s nearly all over. First roundabout,
morning traffic, second gear, 35mph. I lean the
bike over and it tries to bury itself (and me) into
the tarmac. Fuel stop, check the tyres: black,
round and inflated. On closer inspection, I find
the fitted-as-standard steering damper has seized
and lost its oil. The bike’s done only 3000 miles
since Italy. A minute with the 5mm spanner, one
knackered damper in my bag and I’m off again.
There’s something about the Benelli’s design
that attracts. Yes, it’s red and Italian, but it has a
real-life stylishness too, even parked up. Forget
what you know about bike building – this one
hasn’t read the book. Its headlights are a mere
arrow slit, its screen is a low fly-catcher and its
back end houses most of the bits you’d normally
find at the front.
Start her up (but don’t touch the throttle
unless you want that ‘rich kid can’t start his toy’
embarrassment) and let the flavour flood out.
Sorry, that Arrow exhaust might have all the
stamps on it but if that noise is road-legal so is a
drunken octogenarian on a unicycle. Naked. The
bark from this puppy is as sharp as a cleaver.
Sei means six, Tre means three: learning
Italian the Benelli way. Triples have that unique
note halfway between Nirvana and complete
engine meltdown. If you’re the type who always
imagines your engine’s on the verge of suicide,
best go buy a four (or whatever it is in Italian).
With a wail from the pipe we’re off. The
triple’s performance is more akin to the feel of a
600cc, revvy in-line four than the punch-and-go
of a large twin. Overtakes the RSV-R could
perform without bothering the gearbox have the
Tornado chasing the cogs. The box is at its most
annoying when you’re trying to find neutral at
the lights. The clutch is heavy and I have to
dance from first to second, back to first before it
finally goes into neutral. The lights are normally
back on green by then.
Catch a flow on the Benelli and you’re in
heaven. The exhaust sings, engine vibrates, front
wheel seeks. You do feel part of this bike and it
clearly enjoys a good blast in the countryside.
This is the point where most sane people would
stop, turn round and go home. But for me, I’ve
got another 80 motorway miles ahead.
Without the juggling of gears and sing-song
exhaust, the Tornado becomes an uncomfortable
place to be. Weather doesn’t help. With
absolutely no protection, you end up wet and
windy at the first sign of rain. Add in the useless
mirrors and you have all the ingredients for a
tiring ride.
And I haven’t even mentioned the seat.
When you first climb aboard it feels like your
best friend: caring and supportive, but firm.
By breakfast I was having second thoughts,
by lunch my arse and I weren’t talking and by
supper I was filing for divorce. During the long
ride home I had to hang off the side as though
setting myself up for a sharp right on the
motorway… for about 40 miles.
During our studio stripdown process, it
became clear that the quality of the plastic and
paint on the Benelli has some catching up to do
if it’s to match the Aprilia. A plastic lug broke
off the side panel (using only moderate pressure
on the short end of an Allen key), lacquer was
peeling off the tank badges and sidestand recess,
and the carbon heel plates had folded and
rubbed against the chain. Ridden hard, it
would soon look tatty.
The Benelli’s saving grace was the emotion on
the track. By the end of our Cadwell Park trackday,
everyone who rode it agreed that it was the most
talkative, responsive, annoyingly brilliant bike
out there. But we’re not buying it. Are you? >
LIVING WITH IT 14 days of real life with a Tornado
+ The mirrors don’t fold in, so expect
paint scrapes, and they don’t adjust much
either. So expect nowt from them!
+ Group 17 insurance is par for this
course. What were you expecting for
a ten-grand bike?
+ The fuel light seems to come on
anywhere between 80 and 110 miles.
Anyway, you’ll need a rest by then.
+ Pillions get a raw deal. The seat pad
hardly fits the hole, there’s only a strap
on the pad to hold onto and the pegs are
high. Looks like you’re on your own, then.
+ Both the rider and pillion seats
unlock with the key. Forward does one,
backwards the other. Expect to find no
storage space.
+ The dash’s functions are controlled by a
switch mounted under the clutch lever.
Nice touch.
+ Engine and exhaust noise turns you
into a boy-racer. Rev, rev, roar, roar.
IN A NUTSHELL
It must be the
Tornado because...
It fits in with your
life less ordinary.
The wife’s more
into horses than
horsepower.
Finding the money
to keep it in tip-top
condition isn’t a
problem.
TEST TM
ROUTE
Weather Game of
two halves: sunny
and soaking
Traffic Grinding
slowly through
the spray
Time taken
7 hours 40 minutes
Average speed
59mph
Fuel used
60 litres
Average mpg 34
Motorway
Relaxed,
comfortable,
protective – sadly
none of the above.
38mpg
Top-gear cruising
70mph = 4400rpm
100rpm = 6100rpm
Speedo accuracy
70mph = real 63
100rpm = real 90
Town
Heavy clutch and
wrist ache: it’s no
urban warrior.
Fast A roads
At last, we like.
This is where it
all makes sense.
Flowing, revving,
singing, winning.
Thirsty blighter.
27mpg
Twisty B roads
Bit too jiggly for
this bike – bounces
and becomes
uncomfortable.
37mpg
Summary
When it’s good it’s
great – but often
you’re wondering
if the money could
be better spent.
Away from A roads
it doesn’t make
sense.And there’s
a quality issue with
some of the
components.
An emotional
rollercoaster.
119
THE
TEST
Ducati 749S £9795
TEST TM
ROUTE
Weather Dry twice:
before I left and
after I got home
Traffic Spray it
again, Sam
Time taken
8 hours
Average speed
56mph
Fuel used 56 litres
Average mpg 36
Motorway
Seems they don’t
have any in Italy.
Or they don’t test
bikes on them.
40mpg
Top-gear cruising
70mph = 4300rpm
100mph = 6200rpm
Speedo accuracy
70mph = real 66
100mph = real 95
Town
Revvy engine
means lots of noise
to go with the
pose. Nimble.
Fast A roads
Makes you work
the gearbox but
the result is pure.
Front end is a joy.
36mpg
Twisty B roads
Easier than the
bigger bikes here
but still a hungry
kebab of wrists,
bum and neck.
33mpg
Summary
Without the track
work the 749S can
be a bit misunderstood. Light
feel, keen engine
and decent brakes
have you talking
about the ride for
weeks after.
Reliability
problems mean
these might be the
only stories you
have.Treasure the
good times.
120
The small ones are more juicy.And this one’s higher spec, too
MENTION TO THE world and his wife that you’ve
got two Ducatis on a test and the reply is always
the same: ‘In case one breaks down, eh?’ Let’s
face it, for all the world titles, coolness and
desirability of the motorcyclist’s Ferrari, the fact
is people are more likely to remember its failures
than its triumphs.
Unfair? I’ve done less than 10 miles on the
yellow dream before its ‘character’ chimes in
and I’m down to one cylinder. I’m not a happy
bunny. But how peeved would you be if this
was your £9795 bike, on a sunny bank holiday
and all your mates have said ‘See ya later’
and disappeared to enjoy one of those
talked-about-for-ages rides? Exactly.
‘It’s quite a common problem,’ sympathises
Mark from BSD Motorcycles. The electrode on
the spark plug has melted after the coil-in-thecap plug has given up the spark. Something to
do with ‘noise’ between cap and snap connector.
But I prefer bikes to be a riding experience, not a
workshop lesson. Not at that price.
The Bike Test Route, at 440 miles, is quite
long by any standards. It takes a day of grabbed
food, a healthy disinterest in smoking and a bike
that can manage more than 10 miles between
fettling. This should be interesting. The starter
rumbles slowly, ‘749’ flashes up on the digital
display and the frown is wiped off my face as
the Ducati bursts into two-cylinder happiness.
The S model 749 has a higher-compression
engine boasting 5bhp more than the base model.
It also gets higher-grade suspension, with superslippy TiN-coated forks that are adjustable for
rake. That’s why it has a £1000 higher price tag.
After the disappointment of the first outing,
the smaller Ducati is doing its best to worm its
way back into my affections. As soon as we’re
rolling, the precise nature of the 749S shows.
Perfectly weightless side-to-side, the first set of
bends flows like a fountain of brilliance. The
whole chassis feels so well-balanced it leaves the
rider little to do but point it in the right
direction. The ride quality on smooth roads is
unmatched and the bumps and undulations on
the first A roads cause not a shake from the bike.
As it has a smaller engine than the Ducati
999, you don’t get the same drone from the
exhaust, even though you end up working the
engine harder. If the big litre twins can leave
your right wrist feeling a little redundant,
on the 749S it gets back to work quicker than
an Iraqi arms dealer. This is a bike you ride.
From a standstill the 749S needs a fair
amount of revs for smart acceleration but you’re
rewarded with sharp motion without the ‘It’s
gonna flip’ feeling. This Duke isn’t big on
wheelies, so the traffic-light GP is within your
grasp. The silky gearbox ratios are spot-on (with
top acting as an overdrive) and the speed and
precision of the changes make for rapid progress.
Get lazy with the gears and the 749S struggles –
give it the berries at 70-ish in top gear and it
burps then gathers speed in a very sedate way.
Engine aside, the real strength and character
of this bike is its front end. It’s spot-on for both
road and track. During our trackday at Cadwell
the 749S more than held its own against the
more powerful bikes and its front Pirelli was
completely unmarked by the end of the day,
while all the others had been working theirs
to the point of ripping and sliding. And on a
front-end heavy circuit like Cadwell, confidence
is everything.
The brakes feel very balanced, too. Combined
with that sweet front end, the Brembos allow
you to brake well up to the apex without any
worries about the front tucking. And the rear
refuses to lock up unless you’re spam-footed.
One surprise is the amount of room offered to
the rider. Though the bum-to-peg distance isn’t
great, there’s sufficient room front to back to
move about when the saddle makes you sore.
Other practicalities are in the one-legged runner
league: the bike will carry two people but
absolutely nothing else; mirrors work well if you
spread your elbows so your arms don’t fill the
view; the screen helps keep flies off your navel.
You’d have to be passionate to buy a 749S.
Go in with your eyes open, be philosophical
and take it on the track at least once. It’s there
to be ridden and forgiven. >
LIVING WITH IT 14 days of real life with a 749S
+ Pillions are short-hop only, though
they are treated to an under-seat heating
system, thanks to the exhaust.
+ Mirrors are fixed and house the
indicators. Glass has good movement
but you’ll have to arc your elbows to
be able to see past your arms.
+ Fuel light regularly comes on before
100 miles and the tank only has a
15.5 litre capacity, which means it’s
all over by about 120 miles.
+ Expect trouble. Aside from the onecylinder gag, it would occasionally stall
at the lights (honest), the dash went on
the blink and the starter would continue
to turn on its own. More character than
an Equity shop-stewards meeting.
+ Insurance group is 16 which indicates
that you’re playing with the big-boys here.
+ There’s nowhere to put anything.
Even the battery lives under the left-hand
side fairing.
IN A NUTSHELL
It must be the
749S because...
You fell in love with
the colour.
You know the
Japanese bikes
are better.
Character and
frustration are
all part of the rich
tapestry of biking.
‘Perfectly weightless
side-to-side, the first
bends flow like a
fountain of brilliance’
THE
TEST
Track record
Born on the track, so take them
back. Here, everything makes sense
Hall Bends,
Cadwell Park,
May 13
DEMONS, DEMONS, DEMONS. There are two
likely routes into owning bikes like these. Either
you empty the bank account that is ‘doing
nothing much’ or you scrape together every
last penny and add an extra chunk onto your
mortgage. But whichever way you pay for it,
the attraction is the same. These bikes offer style,
grace and a fantasy world in which the top racers
play. Whether you can afford it or not, this
quartet needs a run on the track – those voices
in your head just won’t go away.
If it all goes well, a trackday will open a door
to the crazy, adrenaline-fuelled life of a racing
god. If it all goes wrong? Well, a small two-bed
semi is so much easier to keep clean.
With all the hoo-hah surrounding the takeover of many of the UK’s circuits, there’s never
been a better time to book yourself a trackday.
Why wait when you can ring anytime and see if
you can pay on the door, on the day? This will
remove any worries about the weather.
Of all Britain’s tracks, Cadwell Park brings a
glint to even the most steely-grey racer’s eye. The
mist has yet to lift completely and it’s follow-theleader for a couple of laps and an introduction to
the new chicane. At last the tyres are warm, my
head is clear and it’s time to put on some speed.
I slingshot past the rider in front, hold it on
the brakes, early on the gas, feel the tyre squirm
and gun it down the straight. Within half a lap
I’m feeling more alive than after 100 miles on
the road. Welcome to the beauty of trackdays.
No sneaky police, no hidden speed cameras. Fast
as you like as often as you dare. Feel the bike
working like never before. Brake pads bite discs
and levers flex under the increased pressure,
while tyres relish the chance to work as they
were designed. Suddenly your exotic bike has
come alive and wants to play.
Back in the pits the din is fantastic as riders,
ear plugged with their helmets still on, can’t wait
to exaggerate passes and slides and moments of
brilliance. With these bikes we are all GP stars.
Five minutes later a mangled Aprilia is
dragged back out into the daylight. Test rider
Andrew Mook, keen as mustard, has bounced
better than his departing bike. The RSV-R looks
sorry for itself, but more importantly, Mooky will
heal. The constant piss-taking is bound to help.
The dangers of the track are ever-present but in
truth it’s the first test bike down for ages and the
medics were on the scene immediately. The bike
will get repaired and Mooky will be back out
there before you know it. >
TORNADO
Let the games
begin. Wailing like a
banshee, scratching
like a leper, the
Tornado is superbly
manic on track and
you’ll soon forget
the self-destructive
sound of the engine
and the brittleness
of the plastics.
749S
Smallest bike
here but that
means nothing as
it’s inch-perfect
around the track.
Lack of straightline
punch is
compensated for
in the bends and
on the brakes.
RSV-R
Meaty motor means
you don’t have to
scrabble about for
gears midcorner.
Brakes offer the best
feedback but notchy
head bearings made
this test bike run
wide. Normally they
track beautifully.
Requires more input
than the 749S but
the rewards are just
as high.
999
This would be the
natural choice. That’s
what you’d think,
though the extra
effort it takes to lap
at a similar speed to
the smaller Duke
really isn’t worth it.
Doesn’t hold the line
of the smaller bike
and the brakes grab
when they get hot.
Get it all flowing
and you’ll enjoy it,
but you’ll always
be envious of the
guy on the smaller
bike by the end of
the day.
123
THE
TEST
‘The RSV-R has
morphed into a
more useful bike
at the cost of
some flair’
Aprilia RSV-R £8572
New bike, new name but the aims remain. Does it still cut it?
REMEMBER NEIGHBOURS? The hit Aussie TV
soap that gave us a bevy of beauties who would
evolve from bratty-child actors into glamorous
young Kylies after a two-week summer trip?
Truth is, they switched the actresses (sorry to
spoil it) and now I’m at the end of my own
two-week trip and feeling just as confused.
I’ve ridden into the office on my 2001 Aprilia
Mille RSV-R, to ride the new 2004 Aprilia RSV-R.
But it’s not the same bike at all. It’s been
completely revamped – and now the ‘R’ version
isn’t the special OZ-wheeled, Öhlins-sprung,
carbon-clad beauty. It’s the new basic-level bike.
Give it a few years and you won’t have a clue
what you’re buying second-hand. So ‘R’ means
entry-level, and ‘Factory’ means ‘R’. Got it? Let’s
see what all those changes really mean.
Change the bodywork, switch the name,
but that 60° V-twin engine can’t be mistaken.
The sound is as distinctive as a Harley and easily
distinguished from the Ducati and Benelli bikes
on test. It sounds and feels more Japanese than
Italian – and that’s no bad thing. Starts first time,
has a cool burble from the twin exhausts and
gives you that confident feeling.
The trademark punch of the earlier Milles
has gone, the power now following a more-linear
curve with a kick at about 7000rpm. Top-end
power is the greatest here at 117bhp and it
feels the quickest on the road. The gearbox is
a master stroke, all the ratios being well-spaced
for either road or track and there are no missed
gears or false neutrals. Combined with the
torque of the V-twin, this makes riding relaxing
and overtaking a cinch.
With all that go, you need good brakes and
the RSV-R delivers the most feel back to the rider.
The levers are adjustable for span, with a small
plastic wheel that can be fiddly with a gloved
hand but allows you to set it just right. The
master cylinders are beautiful in their
compactness and long lever-blades. Apply, and
the stopping force is immense. Not as grabby as
the Ducatis when they get hot or as un-hungry
as the Benelli. If you want instant, controllable
deceleration, the Aprilia’s your man.
Stability is on a par with the Ducatis – the
Aprilia feels long and roomy. Fast A-roads are
where this bike belongs and that engine means
fewer gear changes, leaving you time to
concentrate more on braking points and apexes.
It’s almost untouchable in these conditions.
On the tighter, bumpier Bs, the RSV-R can
have a tendency to run wide on the exit. This
wasn’t helped by the stiff and notchy headstock
on our test bike. This showed up during our
eventful day at Bruntingthorpe. Standing water
and a headwind made for horrible conditions
and the Aprilia was easily spanked by the 999 –
not just in lap times. The Ducati felt more
friendly in this time of need, offering more
confidence on the long corners and better
manoeuvrability in the chicane.
At Cadwell, the Aprilia was ace on the brakes
and supersonic on the straights but, again, get
on the gas too early and the back digs in and
pushes the front to the edge of the track. Once
you know it’s going to run wide you can square
the corner and get the bike slightly more upright
before you feed in the gas. That’s the way to
tame this bike and get lap times down.
While the old model stands out for looking
slightly tall and awkward, with its huge tail and
comic-book rear lights, the new one falls more
into the ‘norm’ of race-inspired twins. It could
be Japanese in styling and execution. Panels are
large and smooth, wiring’s tucked away and the
pose is more practicality than pomp.
Mirrors house the front indicators and that
extra weight might account for the vibration
at most speeds. They’re wide enough to allow
a look at this blurry image and fold in for easy
parking in tight spaces. The speedo is all-youneed beautiful, the seat better than average
(though that’s no real boast) and the underhump storage has shrunk with the smaller back
end. Faired-in rear indicators are a stylish touch.
Like the Ducati 999, the RSV-R has morphed
into a more focused bike at the cost of some of
the original’s flare. Whether this represents
progress or not comes down to personal feeling.
But I’m not swapping… >
LIVING WITH IT 14 days of real life with an RSV-R
+ Pillions get the least comfort of the
bikes on test here. Come on, would you
want to go for miles on that with no rail,
high pegs and a seat that’ll disappear
with the slightest hint of flatulance?
+ Insurance takes the whole group
17 biscuit. It should be clear by now
that exotic bikes don’t come cheap
to buy or run.
+ The new clocks finally get rid of the
Eighties-style Vauxhall Astra dash of the
TEST TM
ROUTE
old model. You still get all the range of
info (lap timer, max speed, trip, clock etc).
+ The Factory model, which offers
fancy wheels, suspension, brakes and
bodywork, costs £2200 more. How much
do you want?
+ You still get adjustment on both
footbrake and gear levers.
+ The mirrors fold in for easy van
transportation for, say, getting home after
a trackday spill at Cadwell.
Weather At least
it’s constant.
Constantly wet
Traffic Wipered
cars everywhere
Time taken
7 hours 45 minutes
Average speed
58mph
Fuel used 52 litres
Average mpg 39
Motorway
Seemed a tad
uncomfortable,
but then I rode
the others. Now
it’s near luxury.
45mpg
Top-gear cruising
70mph = 4000rpm
100mph = 5800rpm
Speedo accuracy
70mph = real 66
100mph = real 93
Town
Less taxing than
the Dukes, though
still not the place
to be.
Fast A roads
The Aprilia flies
over this section
of the route. Hardly
need to trouble the
gearbox.
40mpg
Twisty B roads
Stiff suspension
means air over
some of the bumps
and it’s a handful
if you use all
that power.
33mpg
IN A NUTSHELL
It must be the RSV-R
because...
You want it to go
everytime.
You like the
flexibility of that
torquey engine
and gearbox.
The black looks
bad, man.
Summary
Feels the most
relaxed thanks
to spread of power,
ease of gear
changes, ace
brakes and general
flowing nature of
the bike. Known
reliability helps
keep you sane
on longer journeys.
125
Ducati 999 £11,250
TEST TM
ROUTE
Weather
Groundhog day,
part four
Traffic No caravans,
thank God
Time taken
7 hours 45 minutes
Average speed
58mph
Fuel used 55 litres
Average mpg 37
Motorway
Not much to do but
try to tuck in and
play ‘Guess what
the blurred image
behind is’.
39mpg
Top-gear cruising
70mph = 3750rpm
100mph = 5500rpm
Speedo accuracy
70mph = real 65
100mph = real 92
Town
Narrow bars,
steering damper,
weight-forward
seating all see
you yearning for
the open road.
Fast A roads
Loves ’em. Doesn’t
feel as fast as the
others but it is.Top
feels like an
overdrive.
37mpg
Twisty B roads
Bumpy but not
twitchy. No better
or worse than the
others and torque
means you’re
not constantly
changing gear.
36mpg
Summary
A very good road
bike if you get used
to the discomfort
and don’t leave it
in top. Precise on
the flowing roads
but jarry on the
bumpy stuff.Avoid
motorways.
126
The 998 had it all: the looks, the power, the glory.What’s the 999 inherited?
TAKING THE DUCATI 999 to Cadwell Park was
like the first day of school for the youngest in a
family that has always excelled there. I’ve ridden
all the Nines round this beautiful track: 916, 996,
998. All good. Good at rewarding you with an
apparent lack of effort. The way these bikes
carried their speed, kept their manners when
braking and their composure when overtaking
sticks in my mind. But that means nothing if the
young kid can’t cut it.
There’s less of a buzz surrounding the 999 (see
page 81). Rolling up on one of the earlier bikes
would have had you levering admirers out of the
way when your group was called. Not so today at
the track. Or yesterday on the Bike Test Route.
Despite the yellow paintwork being louder than
your granddad’s telly, the interest in this Ducati
is quite a few levels below fever pitch. More like
cricket pitch. Buy a 999 to impress people and
you might end up on your own. Or hanging out
with some very weird mates.
It’s not that it’s not cool. It’s just not as
achingly beautiful as the previous bikes. Being
yellow won’t help Mr Average to recognise it.
But then, who really wants to be gawped at by
scruffy passers-by? Truth is, the first one I saw
looked like two different bikes stitched together.
The front half was all colour and plastic while
the back looked like a half-finished Mechano toy.
That’s all I’m saying. And no, I didn’t have to
circle it three times before jumping aboard.
It turns over like a diesel desperate for a
250,000-mile service, but then purrs into that
slightly metallic desmodromic melody. Digga,
digga, braaaapp, brrraaaaappp, digga, digga.
Two days earlier, the 999 had offered the best
ride at the Bruntingthorpe Proving Ground in
the rain (well, best of three, as the 749S is a
fair-weather bike). So even though Cadwell
was dry, the 999 was still my steed of choice.
Looping round the track, it was clear the bike
had a front that wanted to run wide as standard.
This didn’t really show itself on the road but on
the track I had to knock the power off on the
apex to keep the front tight. Maybe that was a
result of all the extra low-down torque? I knew it
would have made more sense to be on the 749S.
Extra power only ever hinders if you can’t lay it
down. The difference in lap times would only be
slight but there was a much wider gulf in
confidence levels. It would sometimes feel as
though the 999 was in charge – and that’s never
a good situation.
Whether it was the extra power and speed
or something else is unclear, but my extra use
of the brakes started to show early. The whizz
and hissing pads started to grab on the discs
and ruled out any really hard braking while
banked over – there was too much chance of
them locking the front and having me off.
You’d have to try extremely hard to pass a
749S on this bike.
So the smaller yellow bike beats the bigger
yellow bike round the track (hell the 999 can’t
consistently beat the 998 in World Superbikes).
But come back into the real world and the tables
are turned. That doesn’t necessarily mean it’s a
better bike. Just faster over distance.
There are no headshakes from the 999, but
show it a bumpy back road and you’ll regret it.
With everything going well it flows, but
misjudge a bump at speed and it’ll have you
working-out harder than a bodybuilder with a
bruised ego. And don’t expect any more comfort
than you find on the 749S.
Just when I was thinking that the 999 was
going to perform the whole of this 1000-mile test
without a hiccup, the digital dash display failed
and I was left with no speedo or warning lights.
The exact same thing happened last time out
(May 2003) so the fault must go under the
‘Common problems’ section.
The bike also lost a spring from the exhaust
pipe, making it sound just like a race system but
without the £1500 bill. Result.
And the awkward-looking sidelight mounted
in the screen went out. But that was more of a
blessing as it can shine into your eyes at night.
It’s easy to be cynical about Ducatis after
experiences like this and the breakdown on the
749S. For such an expensive machine, surely
better reliability isn’t too much to ask? >
LIVING WITH IT 14 days of real life with a 999
+ Pillions suffer exactly the same
fate as those on the 749S. There
are no differences.
+ There’s no underseat space, either.
+ It must be no surprise that your group
NU17 insurance premium is equal to the
GDP of a small African country.
+ The two-year warranty could come in
really useful if you get a bad ‘un.
+ There are three different levels of
999 ownership. This basic model costs
£11,250; the 999S (with more power
and Öhlins suspension) is £13,950;
the 999R comes in at £19K. That’s as
close to a factory ride as we’re ever
gonna get.
+ Best get an alarm and carry a lock to
keep your obviously expensive Ducati out
of the reach of thieving scum. Or just ride
it and lock it up back at home.
+ Expect everybody to want a piece of
you at every trackday: ‘I’ll show him...’
IN A NUTSHELL
It must be the
999 because...
Ducati’s win
everything.
It’s one of the
coolest brands
worldwide.
You like the yellow
of this bike. And
AA patrol vans.
‘Misjudge a bump
at speed and it’ll
have you workingout harder than a
bodybuilder with
a bruised ego’
THE
TEST
THE
TEST
State of the art: Exotica
Clocks
Buy with your heart.And a large credit-card
HISTORY OF
EXOTICA
1885
There was only
one way to travel
in this year. The
Gottlieb Daimler
Einspur ripped up
a storm. There was
only one, so that
has to make it the
rarest of exotica.
1971
Ducati build their
first V-twin by
sticking two
pushrod singles
together. The 750
Sport gave birth to
the trademark 90°
V-twin engine.
1972
Benelli create a stir
with the 750Sei
and the later
900Sei. Six-piped,
six-cylinder
madness with a
120mph top end.
1988
Ducati give us the
851 superbike and
an era of Italian
exotica starts.
1998
Aprilia join the fray
with the RSV Mille.
It makes its WSB
debut in 1999.
SPECIFICATIONS
Engine
Bore x stroke
Compression
Fuel system
Transmission
Frame
Front suspension
Adjustment
Rear suspension
Adjustment
Brakes front; rear
Tyres front; rear
Wheelbase
Rake/trail
Dry weight (claimed)
Seat height
Fuel capacity
Fuel consumption (average)
Warranty/mileage
Service intervals
NU insurance group
Price (otr)
THE BIG IDEA: CHASSIS
Aprilia have the most
familiar approach, using
an alloy beam frame.
Ducati use steel trellis
(just like all the race
bikes) for both models.
Benelli are entirely off
the beaten track with
this screwed-and-glued
number. Steel headstock
and side rails are bolted
and stuck into the cast
swingarm pivots.
SUSPENSION
Normally Italian exotica
is bathed in Öhlins or
suspension of that level.
But, except for the 749S,
these ‘base’ models
make do with suspension
that’s more road biased
than track proven. For
the flashier kit, you have
to spend your way up the
model ranges.
ENGINE
Think Italian. Think
sportsbikes. Think twins.
Think again. Benelli use
a 900cc triple to gain
more flexibility over a
twin. But it’s down on
power, so the 1000cc
twins stomp through.
When your mirrors are as usless as the
ones on these bikes, an easy-to-read
clock is essential. Luckily, all of these
bikes have large, clear LCD readouts
of speed and distance. The Aprilia’s is
neatest (about time) and the easiest to
use with a gloved digit. The Ducatis’
are informative until they go blank
while the Benelli goes all colourful on
us and, most usefully of all, has a
remote switch beneath the clutch to
change the display.
Left Ducati clock in
still-working shock
Middle Neat and well
laid-out RSV-R clock
Right Another working
Ducati display and
analogue rev counter
Main image Designed in
a McDonalds? Red and
yellow lighten up the
dash on the Tornado
BUILD
*
You pay for exotica
so expect something
different beneath the
clothes. The Benelli is
the most radical here.
The radiators sit under
the seat, fed by fans
that cool from the back.
The frame (see above) is
a mixture of steel, glue
and alloy and the
panels are wafer thin.
*
Headlights
Benelli’s ‘nose’ of light throws a tall, narrow beam
onto the road ahead. Works well, leant over. The
749’s projector headlights tunnel into the night sky
TORNADO
898cc, 12v, dohc, in-line triple
88 x 49.2mm
11:1
fuel injection
6-speed, chain
tubular steel perimeter
43mm usd telescopic forks
preload, compression, rebound
rising-rate monoshock
preload, compression, rebound
2 x 320mm discs/4-piston caliper;
240mm disc/2-piston caliper
Dunlop D207RR
120/70 ZR17; 190/50 ZR17
1419mm
23.5º/94.5mm
198kg
810mm
19 litres
34mpg
two years/unlimited mileage
5000km/12 months
NU17
£9999
749S
748cc, 8v, dohc, 90º V-twin
90 x 58.8mm
12.3:1
fuel injection
6-speed, chain
steel trellis
43mm usd telescopic forks
preload, compression, rebound
rising-rate monoshock
preload, compression, rebound
2 x 320mm discs/4-piston caliper;
240mm disc/2-piston caliper
Pirellia Diablo
120/70 ZR17; 180/55 ZR17
1420mm
23.5-24.5º/91-97mm
199kg
780mm
15.5 litres
36mpg
two years/unlimited mileage
6000 miles/12 months
NU16
£9795
RSV-R
998cc, 8v, dohc, 60º V-twin
97 x 67.5mm
11.8:1
fuel injection
6-speed, chain
aluminium twin-spar
43mm usd telescopic forks
preload, compression, rebound
rising-rate monoshock
preload, compression, rebound
2 x 320mm discs/4-piston caliper;
220mm disc/2-piston caliper
Michelin Pilot Sport
120/70 ZR17; 190/50 ZR17
1415mm
24.8º/101.7mm
189kg
810mm
18 litres
39mpg
two years/unlimited mileage
6000 miles/12 months
NU17
£8572
though the small screen-mounted side light gave up
the ghost on the route. Aprilia breaks with tradition
and has both sides of the headlights on all the time.
Left (l-r): Tall and thin slit for
the lights gives the Benelli the
face of a grasshopper;
Staked circle beams for the
Duke keeps the frontal aspect
slim. This one is the… 999. We
think. Almost certainly;
More foxy than a 1994 Blade,
the cool-fronted RSV-R throws
most light on the subject
Right You again? Oh, no. This
time it’s the 749. Same lights
999
998cc, 8v, dohc, 90º V-twin
100 x 63.5mm
11.4:1
fuel injection
6-speed, chain
steel trellis
43mm usd telescopic forks
preload, compression, rebound
rising-rate monoshock
preload, compression, rebound
2 x 320mm discs/4-piston caliper;
240mm disc/2-piston caliper
Michelin Pilot Sport
120/70 ZR17; 190/50 ZR17
1420mm
23.5-24.5º/91-97mm
199kg
780mm
15.5 litres
37mpg
two year/unlimited mileage
6000 miles/12 months
NU17
£11,250
Very effective at night. The blue glare of the 999’s
lights mean that even the dopeyest of car drivers
thinks you’re the rozzers and moves over. Great.
Tank range
All fuelled-up with nowhere to go? Taking you the
shortest distance is the 749S. All that revving gets
you down to an average of 36mpg and the small,
15.5 litre tank sucks dry by 122 miles. Worst
economy is the noisy Benelli that returns 34mpg.
However, its 18 litre tank means 134 is possible
between pumps. Best economy (and breaking the
150 mile barrier) is the Aprilia which does 39mpg
with an 18 litre tank. The 999’s good for 126 miles.
Theoretical tank range
Tornado
134 miles
749S
122 miles
RSV-R
154 miles
999
126 miles
94
TORNADO
Start
134
98
749S
122
110
Full Tank
RSVR
154
102
999
126
Figures based on motorway
mpg on the Test Route.
THE
TEST
Benelli Tornado Tre
As unusual to look at when the
fairing’s off as it is when it’s on
Aprilia RSV-R
Right Italian right to
the core. Brembos are
fitted to all these
bikes, uniformly bolted
to upside-downies
Far right Two of the
Benelli’s biggest fans.
I thank you
ENGINE
COOLING
To keep the bike’s
frontal area slim, the
radiator and fans get
moved to the back
and fresh air is
ducted along the
length of the bike in
plastic tubes (not
shown). Didn’t stop
our bike continually
running hot, though.
*
With the feedback
from their WSB and
MotoGP campaigns,
the power of the new
RSV-R is not only
greater than the old
bike but also not so
sharp at the bottom
for a more controllable
delivery out of corners.
Right The latest radial
Brembos adorn the
RSV-R Factory. This
model makes do with
plain four-potters
Far right Sexy swinger
seeks rider for country
trips and fun times
The only bike here with a twin-spar
frame. Pretty fancy swingarm too
*
Ducati 749S
SUSPENSION
Underseat exhaust and clever
electronics meet traditional trellis frame
The 749S features
Showa shocks and
titanium nitride (TiN)
coated forks for
reduced friction drag.
Only the £13,500 749R
gets Öhlins kit.
*
Right Not as sexy as
the 748’s underseat
cans. Still swallow
storage space
Far right Lovely
headstock detailing.
Non-adjustable
damper, adjustable
suspension
Ducati 999
STRIPDOWN
Right Double-armed
swinger takes over
from the 998’s singlesided swingarm for a
stiffer rear
Far right Do you know
which Ducati is most
popular in Germany?
No, No, No
One world title already.This is what’s
behind Ducati’s latest sporting dream
What you see here is
the result of about an
hour’s labour with
allen keys and a
socket set. The Dukes
retain the title of
quickest to strip with
half-turn screws and
quick-release fuel
connectors. Just as
well, eh?
*
THE
TEST
The boys were
fascinated by
the new Beetle.
‘It’s not as big
as I’d expected’
THE BIKE TEST VERDICT
749S
TORNADO
Engine 
Engine 
Best here for so many
reasons. Overtakes are
so easy and the gearbox
is supreme.
Outgrunts them all but
ratios don’t work as well
as the Aprilia’s. 749 unit
is sweeter.
Chassis 
Chassis 
Chassis 
Steady, sure and
unflappable.
Chassis 
Not quite in the
749 league.
Suspension 
Suspension 
Suspension 
Suspension 
As precise as a jeweller’s
watch.
Gives no cause for concern.
Worked the tyres on the
track, though.
Excellent most of the time.
Foxed mostly on the
rougher B roads.
Harsh over the bumpy
B roads but well suited
to the track.
Not the same feedback of
the smaller bike but good
in the wet.
Brakes 
Brakes 
Well matched to the
power and attitude
of this race-bred bike.
Brakes 
The power, feel and
all the glory. Never
a moment’s worry.
Brakes 
Fairing 
Fairing 
Fairing 
Slightly more protective
than the Ducatis’ with
a better screen.
Fairing 
Same as the 749, with
the same tiny screen and
very slim profile.
Comfort 
Comfort 
Definitely not the Ritz.
Slightly better than the
Benelli.
Comfort 
Best here but not up for
long tours. Padding is fairly
thin on the seat.
Comfort 
If miles give you piles, then
this needs to be dropped
in a vat of Preparation H.
Useability 
Useability 
Stay away from towns and
rain. No storage anywhere
under the seats.
Useability 
It’s a sportsbike with little
storage. Wins as it’s not
as bad as the others.
Useability 
Nowhere to put a lock –
and stay away from towns
and U-turns.
Finish 
Finish 
Finish 
Finish 
Overall 
Overall 
Overall 
Overall 
Nice styling but does
nothing to keep the
weather off you.
On a par with sanding
your flesh with 80-grade
wet’n’dry.
RSV-R
999
Fastest lap
0-60mph
0-100mph
60-100 (fifth gear)
Top speed
Braking 100-0mph
1m 32.9s
3.76s
7.70s
8.66s
139mph
5.14s (385ft)
1m 32.3s
3.87s
8.10s
7.60s
141mph
5.23s (379ft)
1m 30.6s
3.89s
7.62s
7.18s
151mph
5.17s (386ft)
1m 30.4s
3.97s
8.25s
6.85s
148mph
5.60s (394ft)
Comments:
Fairly comfortable despite
the conditions. Good feel
from the front Dunlop
and the lack of grabby
brakes help on this
smooth, if slow, lap.
With just over a hundred
horses, the 749S was
spinning down the
straight due to the
standing water. It broke,
10 miles into the test.
Felt slow but the clock
says different. Top brakes
give excellent feedback
and that engine powers
it faster. Expect it to top
160mph in the dry.
Fastest and most
confident on these laps,
the 999 struggles slightly
due to wheelspin and the
brakes lack some bite.
DYNO TEST
120
Dyno graphs explained
100
For Sale: Aprilia
RSV-R, low
miles, tastefully
modifed by
top designer
60
60
40
Donald
Rumsfeld did
not approve
this treatment
of crashers
30
40
20
20
0
10
0
 Tornado
2
109.7bhp @ 10,800rpm
57.9lb.ft @ 9400rpm
4
6
rpm (x1000)
 749S
8
10
103.4bhp @ 10,500rpm
56.0lb.ft @ 8400rpm
12
0
0
 RSV-R
2
117.0bhp @ 9800rpm
67.2lb.ft @ 8100rpm
4
6
rpm (x1000)
8
10
 999
12
Worst here.
Really only there so they
can plaster it in stickers
for racing.
Average.
Pleasure and pain.
The best bike
70
80
Twist the throttle and
it goes. But not best for
town trips.
Fun in very small doses.
50
Power (bhp)
First things first. If you’re expecting the initial explosion
that the old RSV-R had, you’ll be left wanting. In the
midrange stakes, the 999 is the new king, having a
huge dollop of the stuff on tap after about 4000rpm.
Battling for third place are the 749S and the
Tornado. It’s only when the coals get really hot that the
Benelli edges ahead and this isn’t until there’s more
than 9000rpm on the dial. Still, it gives the high revving
Benelli the edge as it goes on till nearly 12,000rpm.
The torque graph shows just how much midrange
grunt the 999 has. Unfortunately, it fails to capitalise
on this in acceleration terms unless you start talking
roll-ons in fifth gear.
749S
Torque (lb-ft)
Sometimes I’d swap all this glamour of testing for a
badge with four-stars and a red-and-yellow clown for a
boss. Conditions for the performance test were grim.
The worst they get. Standing water, driving rain and an
evil headwind. It was more about survival than shaving
tenths and the figures suffered as a result. Sorry.
The four tests are:
 Top speed measured on a two-mile runway.
 Acceleration through the gears and rolling on from
60mph in fifth gear (fourth on a five-speed gearbox).
 Braking from 100mph.
 Lapping the Bruntingthorpe handling circuit.
TORNADO
Engine 
Fun and responsive but
requires nifty footwork
to keep with the biggerengined bikes.
Lacked a bit of feel
when first applied but
performed well.
PERFORMANCE TEST
Engine 
You need to love the
gearbox and ignore
the rattles. Then it all
makes sense.
Talkative and precise.
Handles the power well.
Invisible
straightjackets
are the latest
fad for trackday
fashionistas
999
RSV-R
How do you view this class?
If you want performance,
reliability, build quality and
want something that’ll
withstand a winter, then the
Aprilia RSV-R can be the only one to recommend.
Sure, for brief moments in time the Ducati 749S
is the best fun you can have – but for most of us
the fear of mechincal gremlins is too great a risk
to live with.
The Benelli frustrated until we took it to the
track. Here the emotion of the bike flooded out
and the feeling was second to none. It felt better
than the 749S. But the quality doesn’t spell
exotica – it was far too brittle to look this good
after a season of riding. And it sounded like it
was just a rev away from mechanical munching
from the first to the last mile of this test. That’s
just too rich for our blood.
And the 999? It looked as though it’d fly
through our test without any problems – but
Japanese level.
It’s a reliable grower.
As grabby as a spoilt kid
when hot. Whizz loudly,
which is nice.
Average.
Should be more special.
then they came. They were minor, but no
speedo and crap mirrors are your ticket to HMP
Nofreedom. It could easily leave you by the side
of the road. And our bikes are prepared especially
for these tests.
The best buy
This is a hell of a lot clearer. It’s the Aprilia RSV-R.
The most reliable, powerful, fastest bike here
costs the least (even the more expensive Factory
model wouldn’t look out of place here). If it was
our money, there’d be no other place for it.
The two Ducatis will fight among themselves
come resale time – and it gets confusing with all
the different models out there. Would you buy
either one when it’s out of warranty?
Which leaves the Benelli. Exclusivity never
comes cheap and the Tornado certainly keeps
that side up. Nearly ten big ones gets you
something a bit different, dubious quality and an
air of mystery. But you’ll still struggle to keep that
half-the-price Honda CBR600 behind you. 
115.1bhp @ 9600rpm
69.7lb.ft @ 7900rpm
133