XXX: Ducati Desmosedici RR

11/04/2012 @ 3:03 am, by Jensen Beeler32 COMMENTS

Before Honda started working on its road-going version of its V4 MotoGP race bike, there was the Ducati Desmosedici RR. A fairly close approximation to its namesake, 1,500 units of the Desmosedici RR were built by the Bologna Brand, with the coup de grâce being the hyperbike’s $72,000 price tag.

Despite its racing pedigree, with a MotoGP World Championship at the hands of Casey Stoner too boot, sales for the Ducati Desmosedici RR were surprisingly sluggish. You can even find a few remaining models still on the showroom floors of some select Ducati dealerships.

Maybe it was the price tag, maybe it was the public’s less-than-adoring relationship with the new MotoGP Champion, or maybe it was the fact that the production-based Ducati Superbike 1098R was said to be faster than the RR around certain tracks (Motorcyclist & MCN). Maybe it was a function of all the above.

However, in our eyes, the Ducati Desmosedici RR remains one of the most drool-worthy sport bikes produced in the past decade — after all, it really is as close as you’re going to get to a road-going GP machine…besides the Aprilia RSV4 Factory APRC.

After Ducati completed its production run of the Ducati Desmosedici RR, many began to speculate as to the company’s encore uber-exclusive model. Despite Ducati’s internal belief that the Desmosedici RR was a relative failure as a model (it would be safe to say that Ducati didn’t expect sales of the RR to take nearly as long as they did), as far as halo products go, the Desmosedici RR ticks all the right boxes, and begs for a next-generation.

In many ways, the Ducati 1199 Panigale is the company’s follow-up to the Desmo, and interestingly enough, the Panigale is now also beginning to struggle with sales, admittedly not to the same extent as the RR.

Looking at the photos after the jump, you can see a lot of the Panigale in the Desmosedici, which is of course due to the Ducati 1199 Panigale’s MotoGP-inspired “frameless” chassis design that uses the motor as the basis for the motorcycle’s structure.

Building the headstock/airbox off the forward-facing cylinder head, and the tail/rear-subframe off the rearward cylinder head on the Panigale, we see the same design elements in the Ducati Desmosedici RR, except maybe one or two generations behind the current superbike (Ducati went from a steel trellis design, to a carbon design, to an aluminum design, and now rests on a aluminum perimeter-frame design).

Allowing Ducati to make a ridiculously light motorcycle, the design philosophy holds some serious strong potential. We don’t imagine the thought process on this chassis is over just quite yet, regardless of what is occurring in MotoGP right now, though Ducati Corse certainly has its work cutout for itself in that arena.

Is there a point to all this? Maybe not, beyond something to mull over on a lazy Sunday afternoon. Daydreaming fodder is after the jump.

2007 Ducati Desmosedici RR:

2008 Ducati Desmosedici RR:

Photos: Ducati

  • This is a detuned Moto GP bike, not a race replica, not a sport bike for the street. Of course some of the parts are not identical to those you would find on the track going bike, but the important parts were, like the crank and the pistons. So what you’ve got is a bike that is certainly capable of being upgraded in ways that no other street legal bike could be, at the time it came out.

    Perhaps on some tighter circuits the V-twin Ducati would have an advantage, but on the street on big open highways that V4 has the potential to put a whoopin on any other bike yet produced. Certainly 240 hp is achievable, then add a 70 hp nitrous punch, and the engine remains totally reliable. Here’s a bike that with a little aftermarket tuning and a little more money in the right parts, would be blowing the doors off 1000 hp supercar’s, specifically in the 70 mph to 220 mph range.

    Now I want to see Honda build one that sells for $12,000.

  • RJ

    Sorry Aaron, but that’s not correct. The Desmo RR shares nothing with the GP machine which it was based on. It’s a replica for the street. You really think they share a crank and pistons?!? That ridiculous, the crank alone on most GP bikes (full prototypes) are over $70,000 just by themselves.

    For sure though, as close as you can get to a GP bike on the road. But it shares nothing with the real race bikes…

  • joe

    i am a big fan of this machine, yet it is for most (including me) unattainable at that price. i wonder if it holds value in say 20 years and becomes a collectors piece. at this point i say it does not given that used ones with a handful of miles on it are available at a much lower cost.

  • smiler

    The original production volume was 500 units. Apart from a substantial number of people who put deposits down, I seem to recall the first internet sale of any bike ever, (500 units), sold out in a few hours.
    Ducati then upped production to 1000 and finally 1500 units. So that there are apparently some unused bikes. I have not seen any and if you looked at a second hand one before the 3 year free service (clever idea) was up then prices were very close to the original asking price. It has taken Hiiiinda, 10+ years to get the balls to do what Ducati did within 1 year of entering MotoGP. And their GP rep is or will be a V4 not V5 and a launch pad to WSB and clearly not a road goping RCV.
    Honda’s last attempt at a bike, beyond the realms of special superbikes was an utter failure. NR750…Slow and heavy. All respect to Honda, often the best bike manufacturer out there but not a tour de force.
    It shares a significant number of parts with the GP bike. The fact it puts out 200BHP, without the full race exhaust and other tinkering possible is testament to that. The fact the 1098R is close to the Desmo is a testament to the strength of the 1098R more than anything.
    I cannot see how the Panigale shares anything with the Desmosidici, although it “shares” a similar chassis idea, though the execution is very different. And this chassis is on the GP bike and not the Desmosidici, No SSSarm, V4, large pistons, short stroke, side mounted rear shock, electronics, etc, etc.
    Back then Ducati had more control over tyre development and used the steel trellis frame. If you look it actually all started to go wrong when they moved away from the Steel trellis frame to the carbon frame after requests from Stacey Coner for a stiffer and more consistent chassis. Considering they had middling riders, I think they did well. Podium first time out and 1st 3 races in, 1 title. Ducati are still in MotoGP unlike Illmor, Suzuki, Aprilia, Kawasaki, Kenny Roberts and several others. Aprilia’s Cube remember that? MotoGP standards have reduced to meet the ability of Apilia not the other way round.
    For once very much disagree with the article in A&R. In what is otherwise a brilliant blog.

  • Mikeg81

    Maybe when(finally?) the development of the V-twin hits the wall, Ducati will switch over to a V-4 for its road bikes?

    A V-4 Desmo WSBK machine…could happen when the new WSBK owners make their changes.

  • Brandon

    This bike is unquestionably a show stopper, I saw one on display once. I don’t think Casey Stoner had anything to do with the poor sales of this bike. It is the sticker price that killed it. Who’s going to buy $70,000 bike that cant afford to buy a spot on a race team with higher spec bikes? People that buy street bikes as a status symbol get just as much cred riding a cheaper bike, most people besides bikers can’t tell the difference. The idea is cool, but the investment is too steep for 99% of people.

  • Rolo Tommassi

    The D16RR had to do nothing with the GP3-GP6. The engine was industrialized version of the engine, shared no components other than some nuts, bolts and shafts. The frame, air box, fuel injection system etc were a formulation to work within the confines of the fairly strict government regulations around the world. The crankshaft, while $11,000 retail and an impressive piece, was not same as was in the GP machines. The cylinder head design was close, there not doubt that if the rest of the engine components were of robustness, the port design coupled with the bore/stroke would have been capable of horsepower well into the mid 200’s if the engine was allowed to rev to 16,000+ rpm. In order for this engine to be even remotely a streetbike and for it to last time, the rpm limit had to be low thus these machines were limited on horsepower to about 170 at the rear wheel. They have an impressive sound, and quite an amazing rush of power at top end, but the chassis is bizarre at best and thus a well prepped 848 racebike lap circles around them. When these machines are used for track days, they are impressively reliable, but when they are putted around on the street by poseurs the valves coke up with carbon. The sound alone is worth the asking price, but if you want to go fast around the racetrack other machines at much less price are best.

  • Mitch

    I want some of the drugs Aaron is taking.

  • smiler

    It would be stupid to think that the customer is buying a MotoGP bike in the desmo. It is however as close as possible. And that should not detract or degrade the idea. Clearly you would not put carbon brakes on a street bike. However you would put the best possible alternative. The suspension is the same, the race exhaust the same. It has many shared components and dimentions / geometry. It is a relatively simple task to get over 200BHP out of one.
    Track performance. Having spoken to several owners. Those that are good enough can and those that don’t mind binning one can and will be much faster on a premier track.
    JHP Ducati have 217BHP out of a modified stock bike. They have modified some parts and ported and gas flowed the heads. And essentially done the other things you would do cto make a road bike into a track bike. Dash, clip on’s loom, clutch. However they have not swapped any central components, engine, gearbox, chassis, forks, brakes, injection, swing arm, etc. Other parts changed for convenience, not improvement per sa. Battery, wheels.
    Result 217BHP and as they say if they raised the rev limit, then they would be able to get more.
    Just cannot imagine anyone else doing this……

  • frogy6

    See the cost of first major servise? Lucky it’s included.

    A lot of them they put in a new engine because its cheaper. Then they ran out of engines so people had to wait for weeks for the work to be done

  • children children, with them closely now because I don’t like having to repeat myself.

    If I remember correctly, the first run of these motorcycles was advertised as having the same crank connecting rods and pistons as the Moto GP bike it was based upon. Of course Ducati wasn’t going to sell their design to competitors, only to have them taken apart and copied. So what I surmise they did from the various things I’ve heard that are certainly unofficial, was use some of their B designs, basically rejected designs, which were of course very close to those that were ultimately used in race bikes. Then they used one of their second tier production lines to produce the parts. And while they might not have been quite up to race spec, they were damn close, likewise for the engine geometry and the cylinder head construction. So this is a Moto GP bike, or as close as you’ll ever see on the street.

    And don’t blame the bike if the riders who bought them don’t know how to ride a Moto GP bike properly, most people don’t. If you’re one of the… less connected people shall we say… who bought one of the later produced bikes, after about 201, then you didn’t get the same bike, though the people at Ducati probably convinced ya you did. Some folks are perpetually out of the loop, you have to feel for them, but that’s life. Actually I think the first hundred were different then the second hundred, though I imagine Ducati would deny that as well. To see the difference you’d have to compare the parts not only visually, but the actual metallurgy, to really be able to ascertain the difference. The bikes being discussed here sound like some of the later production versions.

    The Engine as loadbearing component of the frame means that it not only handles quite differently, it also means that it’s enormously strong, inside and out. I’m currently aware of one of these bikes, one of the first hundred sold, which is ridden on the street, and produces 294 whp, with nitrous boost. It had something like an additional 50 grand put into it, some of which went to buying parts from the GP engines when they were retired, which fit perfectly I understand. It’s in Miami and belongs to someone famous, who says it’s broken 240 mph on the Sawgrass Expressway, as clocked by the Bugatti Vayron paralleling it. Wanna see the YouTube video?

    So there! :)

  • meatspin

    its a bike that celebrities would buy.

  • RJ

    Well Aaron, you remembered wrong. In fact, I’m surprised your calling us children… Since you obviously have no idea what your talking about.

    Taken from another site:

    A common belief regarding the Desmosedici RR is that it owes its existence to MotoGP switching to the 800cc format in ’07, thus forcing Ducati to build a completely new racebike and making much of the 990cc GP06 Desmosedici MotoGP machine obsolete, eliminating concerns about some proprietary technology becoming “declassified” after appearing in a for-sale-to-the-public production version. Not so, according to the upcoming David Bull Publishing book, “Ducati Desmosedici RR” by Chris Jonnum (see sidebar). In fact, when then-Ducati Corse CEO (now Ducati Product Director) Claudio Domenicali, then-Ducati Corse Technical Director (now Ducati Corse General Manager) Filipo Preziosi, and then-Ducati MotoGP Product Manager Livio Suppo prepared their presentation for entering MotoGP to then-Ducati CEO Carlo Di Biagio back in ’01, the business plan included producing a race replica as a way of helping finance the endeavor. The Desmosedici RR engine was already well into the pre-production stage by ’04, long before the idea to drop MotoGP to 800cc displacement was even floated.

    Another mistaken belief is that the engine in the Desmosedici RR is literally a carbon copy of the powerplant from the GP06 Desmosedici MotoGP machine; just detuned to lengthen the lifespan of its parts and make its performance more accessible to mere mortals, along with an alternator and electric starter grafted on. IN REALITY THE ONLY PARTS SHARED BETWEEN THESE TWO ENGINES IS THE CYLINDER HEAD BASE BOLTS. The RR engine and its entire mechanical makeup was designed specifically for its production purpose, and is not just a conglomeration of parts made from the same castings as the MotoGP engine.

    Don’t misunderstand though-the D16 RR powerplant is indeed a very, very close replica of the GP06 engine, right down to its “Twin Pulse” firing order crankshaft. In fact, when the MotoGP racebike switched to this format in ’04, it forced the engineers responsible for the D16RR to drop the standard firing order prototypes they’d already made and follow suit because of Ducati’s desire to make it as close to its racing cousin as possible. The D16RR engine has the same architecture (90-degree Vee angle, 86 x 42.56mm bore x stroke, 25-degree included valve angle, gear-driven desmodromic valve actuation, etc.) and many parts using the same materials and vendor; for instance, the titanium rods are made by Pankl, just as with the MotoGP bike, and have the same journal diameters and eye-to-eye length. The sand-cast engine cases split horizontally just like the MotoGP unit, along with an extractable cassette transmission that is faithful in nearly every way to the racebike’s-only with beefier gears and shafts to ensure durability on the street.

    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.


    Well then, I hope that settles that.

  • RJ

    And yes it’s you’re, not your…

  • Like I said, a sucker born every minute. lol

  • pooch

    I love it, the voice of logic, reason, and facts (RJ) versus the voice of ‘nyah nyah nyah I can’t hear youuuu’ (Aaron) and he called others children, this has been amusing, chaps :)

  • Zoot Cadillac

    Aaron B. Brown.

    Aaron, you are wrong mate. Sure, this is as close to a GP bike that anyone will be able to purchase outside of picking up an ex race bike but the comments to you are mostly correct. This is not a GP bike. It’s a race replica. It has so many parts needed to make it road going that the engine configuration is different in size and shape. There are no actual shared parts. The exhaust is completely different ( but then you could have the titanium GP exhaust fitted and all the carbon that was needed to make it fit at a price of £7k fitted. I know that, I have the receipts here ).
    It simply is not a GP6. It is as close to one as you will ever see on the road barring some crazy project by someone with too much money and too little sense.

    Ducati made this because they could, not because they needed to. They realised afterwards that they could have sold more and they could have sold it at twice the price. Sure there are a few no mileage bikes in dealers but they remained unsold because they were held back, not because there was no demand. Some of these bikes are making it to market now simply because the economy is forcing sales. Now is a perfect time to purchase these bikes.
    I won’t say what we paid for ours but we have bought used and have 2. It’s a depressed market so prices are low. The educated opinion is that they will return to cost price in the next 5 years and beyond that start to climb in value as bikes disappear ( for various reasons ) and parts become unobtainable. We are in negotiations now for a full replacement set of carbon and a spare engine. Not because we need them but because we may in the future need them, or someone will. Until then the engine will make a nice glass coffee table mount.
    I know a bit about Ducati Aaron. I’ve had a beer with Mr Del Torchio and a number of Corse engineers over the last 2 years and can be found hanging out of a number of Ducati garages over the season. RJ has most of it correct regarding the D16 so i won’t repeat it. I will say the article is wrong about the sluggish sales. This was sold out day 1.
    Regarding the panigale sharing some of the heritage that’s correct. It was meant to bring the GP heritage into the road superbike sales and the engine as a stressed member concept was intended to carry on in the GP bike. It was Burgess and Rossi who changed this when they were given free reign to develop the bike for Rossi last year. Whatever the rights and wrongs of that the fact is that it has hurt the panigale ( not in sales but in reputation and future development ) and people within Ducati are not happy. The rider will not be missed in Bologna.

    There was talk within Ducati about them repeating this project with another GP RR with a bigger production run at a much higher price point because Ducati believed they could have sold the D16 3 times over for more money. I don’t know if it will happen, Audi turned up since then.

    Back to the bike. It’s lovely, it turns heads, especially with that GP exhaust. It’s a bastard to ride, it’s expensive to fix but you’d be mad not to have one if you have the money.

    just don’t drop it, the paint is a complete arse to match.

  • Nothing stops people dead in there tracks like the sound of a D16RR @ the track or on the street.. Bastard is hard to ride fast, gets hot like hell, hurts the wrist after 25 miles but all worth once the engines screams to 16k with open GP pipes!! Simply spine tingling every time…


    For me, aside from the performance or the RR, I think the other mean reason why the RR is not that appealing to people as expected is that it’s look ugly specially on the tail section of the bike. It looks like the GP5 or GP6, its too bad for the price tag. If Ducati made it looks like the GP7 or GP8 bikes, it really worth for your money and I think it was sold out very quickly.

  • Zoot Cadillac

    my comment mde at 4:29pm your time appears to be still in moderation even though another comment has appeared afterwards. Mods, please advise me if my post was somehow in violation. I’ve not posted here before. If it’s the links? They are just a couple of pictures of one of our Desmos. I’ve got some pics of our 999R filia replicas and an OW-02 R7 as well. Just wanna get the rules straight :)

  • Zoot Cadillac

    Alvin. i think that’s unfair. the bike was made in 2008 based upon the looks of the GP06. It was a limited run. It’s very unfair to ask it to look like a bike made later. besides, the tail was subject to a recall and if you put the GP exhaust on it with the full carbon replacement? It’s beautiful.

  • Buzzmanrm

    Well to say the least. I’ve sat on both a D16rr and a GP6 and GP7 they have nothing at all similar other than at 6’5 and 210 my wife fit the GP bike much better. Add to the 72K tag theres a reason that Ducati Island had VIP parking for the 9 RR’s that had tags on them when I was at my last Laguna race.

    I hate to say the parts and suspension components though top end are not the same the items used on the top level race teams are modified and tweaked multiple times through a season though the outer casings rods and such may be similar they are not leftover take offs sorry.

    You’re wrong Aaron stop letting your feelings get hurt its only on the internet no one will ever know.

  • MikeD

    She still looks marvelous…and the sound…OH, THE SOUND !
    I have her all the way up there next to the Honda NR750.
    Taking the years in like is all good while STILL looking modern and fresh.

  • smiler

    so it is as close as you could make a road going version of the GP 06 bike. Why anyone is comparing it to a bike made later than the GP06 is beyond me.
    As Hacket have got 217BHP race rep without changing any major assemblies or components, with more to come if you raise the rev limit, is testiment to the job Ducati did. It is not pretty but nothing else sounds, loks or, in the correct hands goes like it. Met 2 blokes who raced them and that was their comment. And their bikes were pretty tatty (no chicen strips) patent bodywork, scrapes and scuffs, brake dust etc.
    Will be interesting to see what Honda come up with. The NR750 was a flop. The new “motoGP” replica is a V4 not 5, so immediate fail there. Reckon it will be a V4 WSB bike. To hokologate it for using a V4 in WSB to spite Ducati.

  • JoeD

    I do not care if it shares only a couple of bolts with the GP machine. I like it for what it is and how it came into being. I have a couple of oddities in the shed myself and this one is on the list. Along with a Guzzi MGS-01. For all of Honda’s efforts, I have no liking or desire. They lack SOUL because they(Honda?Asian Brands)seem to use a cookie cutter design/marketing strategy. Nothing childish about that.

  • Neil

    Poor Sales??? I thought they sold every one they made???

  • MikeD


    Yes A FLOP…but a GOOD LOOKING one IMHO. The thing looked/looks 15-20 years ahead of it’s launch date.
    HP, feather weight and company are not all to me…if i can’t look at it standing still thinking it looks like going 190mph then i don’t want it.

  • From a dealers perspective the bike was a success but only for the few that could retail more than 5 of the bikes. Tools and training ran over $12,000. As for the slower than anticipated sell through, remember this bike was introduced as the world economy entered a meltdown. Making the 2008 1098R with traction control available at near the same time didn’t help either. But then again they didn’t move out too quick either with their $40,000 price tag. The 999R with carbon bodywork was $32,000 two years before.

    The bike was conceived under the TPG ownership of Ducati who sold out to the private equity groups about the time the D16RR finally arrived in showrooms late. From my perspective, the new owners failed to stay in touch and stroke the customers who spent over $65,000 on a very unique, not to be duplicated motorcycle.

    Our shop sold over 22 new D16RR and have since retailed about 10 used ones. For us, market is between $44,000 to $50,000 depending greatly on miles and condition. Asian collectors are getting the best ones and paying top dollar.

    I do think the very best bikes will be back to their msrp price on the used market within 10 years. Look to the Ferrari F40 for a comparison.

    Bill Nation
    Dealer Principal
    Pro Italia Motors CA

  • Zoot Cadillac

    I see the word is getting around, Ducati doesn’t like having their dirty little secrets exposed. I suppose that’s why I’m getting cease-and-desist letters now, from their former owners :-) This is also the reason that the company, got into so much financial trouble and eventually got bought out, because they’d started screwing their customers, realizing that they could make a much greater profit pawning off shoddy parts on paying customers, like those plastic gas tanks. It’s the corporate way these days, everybody wants those big year-end bonuses, and that means somebody’s got to take the high hard ones for the team.

    If that is indeed your bike it’s #914, so I suggest you find someone who has one of the first 100 produced, and do a Part by part comparison, and then take it up with Ducati. Good luck with that.

    I feel for you brother, nobody likes being suckered.

  • Good insight. Thanks Bill.

  • Zoot Cadillac

    @Aaron B. Brown.

    Let me get this straight. You are getting cease and desist letters from Investedindustrial ( or their private equity owners )? What are they asking you to desit from. Might I see a copy of these letters? I find it incredulous that they are interested in your opinion regarding a company they have divested themselves of.

    The rest of your comment proves your ignorance. The company was not in financial trouble, far from it. That’s why it was so attractive. Ducati have been one of the few ( along with and to a lesser extent, BMW) manufacturers who have been in profit and increasing market share in the last few years.

    I don’t know what your issue is with Ducati but it’s clearly personal. I certainly don’t know what you believe is so radically different on the 2009 bikes in relation to the 2008 bikes as a quick look in the part book does not show a great deal other than improvements and fixes for previous recalls.

    I also don’t understand what you think could be different about the first 100 because the first 500, no actually the second production run up to 1250 were identical. The fact that they were released over time just means that later bikes were ‘fixed’ at delivery instead of on recall.

    I don’t want to go into too much detail but I get my info from discussing these things with Ducati rather than delusional conspiracy theorists on the internet.

    BTW, we have two. One of them is an early model. I can do your ‘comparison’ on the bike as well as the books and it fails your theory. If you have any evidence to back up what you say I’ll be happy to see it and I’ll be happy to take it up with Ducati UK because that’s quite a simple task for me.

    @Bill Nation

    Thanks for your insight Bill

    There were not a huge amount on Offer in the UK but they sold well. All offered were reserved before being made available to the dealers. There were a number that were deliberately withheld from sale as I expect a few saw $$$ in the future.
    As the bikes come out of warranty and dealer support more are turning up to market including those unregistered bikes. One just sold for an estimated £50k ( I personally think they took less ) at Ducati Glasgow and there are two more available, a private sale asking £60k and a dealer who is reportedly asking £80k for a bike that never left the showroom. These are ridiculous prices however.
    Current prices in the UK are going around £34k-£37k but you can find a deal. Both of the ones here are mint and were had for less than those figures.
    The consensus here is like yours that the prices will come back with the economy but we feel the msrp is about 5 years away with there being a healthy profit in them in 10 years as bikes become fewer and parts difficult to find ( we are buying an engine and replacement carbon now ).
    We also have 2 999R Fila replicas from the limited run of 200. We also think that there is money in those too in the future.

    I agree with you that customers who spent a lot of money were let down, but much of it here in the UK at least, was a dealer issue and not a Ducati issue. Those same customers now are not getting any love now that the warranties have expired. We have had to shop around just to get someone keen enough ( and with the tooling & training ) to do the services on all 4 bikes.

    I think it’s wise to point out for people who don’t know that Ducati don’t own or operate any dealerships.

  • LueXiong10

    Let’s face it chaps, there’s no such thing as a “de-tuned” PROTOTYPE GP bike that any company will sell. From what I’ve seen and read here, the D16RR is mostly a hyped up look a-like GP production publicity stunt to draw in suckers with a lot of cash… Sure if you got the cash to spend why not? But even if I DID have the cash I still wouldn’t get a Desmo; not worth the headache of seeing those ridiculous service fees…. Unless you’re a millionaire with capital to throw and time to boot, hard seeing people argue about something they can’t actually attain. Let’s argue ’bout gixxers and CBR’s ok? ;)