The Marchesini wheels are not look-alikes. They are identical
to the forged magnesium hoops that Casey Stoner uses and nearly 10 lbs lighter
than those found on a typical sportbike. The 16-inch rear wheel carries one of
the custom Bridgestone BT-01 tires—a 200/55 item with a new compound that "gives
both extraordinarily high grip and yet light handling." Having watched Casey
Stoner all season, I am inclined to believe their claims. 
The bike is the Ducati Desmosedici RR; and I am on the track at
Miller Motorsports Park in Utah. Bending through the banked turn onto the long
straightaway, I carefully wind on the throttle, as there is no traction control
(although Ducati are developing it and the bike is wired for it) and I am only
in second gear. With around 200 hp being pumped into that rear Bridgestone, I am
fully aware that a highside could be on the cards. There is a definite notch in
the power delivery from off- to on-throttle, but slow hands make for smooth
riding. Paradoxically, for such dominating power, the Desmosedici is actually a
pussycat, but it does have teeth. (Click image to enlarge)
Once tapped, there is no lag in the power delivery, no waiting
for it to catch up with your right wrist. As the bike straightens up, the torque
floods in, it is afterburners on and I am fired down the straight like a shot
from a gun. The Ducati sings sweetly—not MotoGP loud, despite the track exhaust
fitted to this bike (it comes with a street-legal system, too)—but the whirring,
throaty, insistent howl is as intoxicating a note as I have ever experienced.
 As a MotoGP derivative motor this V-four is an outstanding
example of Ducati’s purist thinking. Cylinders on the clutch (left) side fire in
fairly quick succession, only 90 degrees apart. They are closely followed by the
generator side cylinders at only 290 degrees. Again, they fire closely together.
The complete sequence does not restart for another 340 degrees of crankshaft
turn, and that is what gives the Desmosedici its "big bang" feel and
liquid-smooth torque curve. (Click image to enlarge)
The entire case-hardened valve-train is gear-driven directly
from the crankshaft; naturally the titanium valves are opened and closed by
Ducati’s signature desmodromic action. Further weight savings are had by using
die-cast magnesium for the clutch cover, cam covers and even the oil sump. The
cassette-type 6-speed gearbox and slipper clutch are similarly related directly
to the race engine. Downshifting gears is a butter-smooth affair; there are no
missed shifts, no hesitation at all. When coming down from warp speed, a
back-torque limiting clutch helps me focus on the track and my riding, rather
than managing the machine. Throttle connection is excellent. So, although the
power is enormous, its delivery is linear, and that makes the bike easy to
ride.
 RIDING STYLE
Helmet: Shoei Diabolic 2 TC-5
Leathers: Kushitani
Gloves: Spidi Race Vent
Boots: Sidi Vertigo Corsa (Click image to enlarge)
The chassis is very stable and not overly wheelie-prone.
Although the rake is a steep 24.5 degrees, and adjustable to 23.5 if you need
it, this is offset by a relatively long trail and wheelbase. Under hard power,
and helped by the Öhlins steering damper, there are no serious twitches, and
there is certainly no nervousness. On Miller’s straightaway, I am able to keep
the bike perfectly on line, so I can focus on my gearshifts. The rev-limiter
cuts in at 14,200, but an easily read row of red LEDs on the instrument panel
progressively show me when to flick my left foot. The street-pattern gears mesh
smoothly and instantly as I flash past the pits; remembering my Freddie Spencer
School training, I keep my eyes up and scan ahead for my braking markers.
 A readout of 290 kph flickers briefly on the one-piece Marelli
dash. Past the end of the pit wall I spot the countdown boards and, discretion
being the better part of valor, I decide to brake a little early. With just two
fingers covering the brake lever, I pull carefully yet firmly. A light
progressive touch is all that is needed to dramatically slow 370 lbs of Ducati
for Turn 1. (Click image to enlarge)
Brembo claims to spend more on R&D each year than the rest
of the US brake industry combined earns in revenue. That money pays dividends
here, and they have developed a lighter and stronger monobloc radial caliper for
the Desmosedici. Using only 2 pads instead of the typical 4, the calipers bite
on 330mm discs that, despite a 12% increased surface area, don’t increase
weight.
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