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Discussion Starter #1
Hi guys,
I have been lurking for a while and am now in need of a bit of advice. I am in the process of trading in my 05 R1 on either a 06 999S or 999R, after taxes the difference in cost is around 10,000. This is definately not a small bit of change, and I am wondering if it is really worth it. I know what the spec. differences are but is the riding experience 10,000 bucks better?

One last question for the moment, does anyone know how many 999R's will be produced for the 06 model year.

Thanks for the help and opinions

Cheers :)
 

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I have a 999r and it's unbelievable. I think they are making 500 06 999r's
Read This LA Times Article..

Hey, you! Get outta the way By Dan Neil, Times Staff Writer.
If you enjoy the wide-open freedom of a motorcycle, the wind in your face, the carefree, horizon-chasing moment, then by all means avoid the 2005 Ducati 999R. This thing is misery on two wheels, a wickedly disposed and temperamental exercise of sheer mechanical narcissism upon which you assume a posture like it's flashlight inspection day in prison. Its 150-hp V-twin motor runs on damned souls and is lubricated with the fat of unbaptized children. All this bike wants to do, all it dreams about at night, is catapulting you over the handlebars or pitching you backward onto the streaming concrete so you make one of those slo-mo, Evel-Knievel-at-Ceasars-Palace death rolls in your fancy Italian riding leathers. So plan your day accordingly: After riding this bike, you will need some time to unwind. Go for a Polynesian fire walk, perhaps. Play some "Deer Hunter" roulette. Or, if so equipped, have a vasectomy. The 999R is one of a mutant species of vehicles built to meet the production-based rules of a racing series, a process called homologation. The American Superbike Championship requires that competing bikes must be largely based on series-production motorcycles. In order to make the Ducatis more competitive, the company has built a limited number of 999Rs, which are, in fact, pitifully disguised racing superbikes with just enough street-legal spit on them to pass DMV inspection. The badge on the carbon-fiber fender is that of the factory racing operation, Ducati Corse. Made of steel, titanium, carbon fiber and sadism, the 999R is as close as you are going to get to a grand prix motorcycle, and unless you are a fantastic rider with years of experience, you don't want to get that close. This bike will beat you down like you said something bad about its mother. Look for my name in the annals of motorcycle glory. You won't find it. I am a competent but by no means expert rider. I accept this. Call me a wimp, a weenie, a wuss, if you are inclined to excessive alliteration. But this bike scares the pudding out of me. So, there I was on Sunset Boulevard, puttering along in first gear with about 1,500 rpm showing on the tach, hunched over the handlebars. My sunglasses slipped down my nose. When I took my right hand off the accelerator, there was the briefest moment of adhesion between my palm and the gummy rubber grip — just enough to goose the throttle slightly. The bike jumped like it had been poked with a cattle prod. Baaaa-WHAAAYH! The force of the acceleration whip-lashed my helmeted head, wrenching my neck. This was the first sunglasses-adjustment injury I have sustained. One sunny Sunday morning, I got up early, determined to take the bike for a proper stretch of the legs. Velcro'ed and zippered into my motorcycle fetish leather, I pointed it down the 210 West and wrung the throttle, working up through the gears yet shifting well short of the bike's howling 11,000-rpm redline. In the 20 seconds or so that it took me to reach fifth gear, the speedometer read … well, I'm not going to tell you what the speedo read. The point is, the bike was just waking up, just beginning to shake its strange, low-speed awkwardness. The super-stiff springs and shocks, which burr and tremble on the patched concrete around town, went all velvety; the aero cowling, useless at 60 mph, threw the jet stream over my ducked head, creating a small pocket of tranquillity inside the headlong tornado; the engine — all chatters and clatters at low rpm — began resonating like a cathedral pipe-organ keyed with a Hallelujah chord. My license would last about a week with this bike, maybe less. So it is fast — top speed is about 190 mph (you didn't hear that from me). But it's also quick. The fundamental ratio of performance machines is power to weight, usually expressed as pounds per horsepower. A Ferrari F430 with driver weighs about 3,300 pounds, a burden shared by its 490 horsepower, which the abacus tells us is about 6.7 pounds per horsepower. The Ducati 999R (dry weight of 398 pounds) weighs about 600 pounds with me on board, which means each of its 150 horsepower must move only 4 pounds. It's hard for those who have not saddled a superbike to appreciate the sick, perverted violence of this equation. If you rev the 999R's engine to about 6,000 rpm, shift as much of your weight as possible over the front wheel, and gingerly slip the clutch for a couple hundred feet — and if you can hang onto it — the bike will accelerate from 0-60 mph in about 3 seconds. Your wits might take a bit longer to catch up. But woe betide the rookie who fails to execute the full-power launch precisely right: The bike will be delighted … delighted, thank you … to wheelie over onto its, and your, back. Even in second and third gear, the bike's massive torque (at 8,000 rpm) will easily pull itself over your head in an asphalt full gainer. Oh, and what's that smell? Why it's my roasting thighs. The heart of the 999R (that is, if it had a heart) is the 999-cc displacement, liquid-cooled, V-twin engine. This has to be the most highly stressed engine in any street vehicle, producing 150 hp out of less than one liter displacement. The technology that goes into this bespoke, sand-cast engine is the stuff of race engineering, but its essential feature — beside the ludicrous power — is the unbelievably low reciprocating mass. This courtesy of alloy pistons, featherweight billet crank and exotic and titanium-intensive "desmodromic" valve train — which is to say, the return action of the valves relies on an opposing rocker arm system rather than passive valve springs. What does all this mean? The internal moving parts of the engine are extremely light, so they can accelerate and decelerate very quickly. Gas the motor and the rpm shoot skyward. Heigh ho, Silver! (or its equivalent in Italian). Let off the gas and the rpm and power plummet — which can be quite exciting if, for example, you miss a shift under hard acceleration. It would be very easy to be unhorsed this way. As hard as the bike speeds up, it slows down even harder. The radially mounted Brembo front disc brakes are incredible. But, again, the slightest misapplication of pressure on the right-hand brake lever — say, two fingers instead of one — and the bike will stop dead in its tracks, leaving you to sail over the carbon-fiber fairing like Buzz Lightyear. The 999R is a very naughty motorcycle. However, I did learn a few tricks on the serpentines of the Angeles Crest Highway that made my time with the bike easier. First, get all the braking done in a straight line; none of that fancy trail-braking into the corner that you see on televised Superbike races — you ain't Valentino Rossi and I'm certainly not. Second, get off the saddle early and set up for the corner. The bike is far too reactive, far too edgy, to permit sliding off the saddle once you enter the corner. Third, hold onto the bike with your legs; avoid putting any weight on the grips. The slightest tug can cause the bike to surge out of your control. Fourth, stay in a higher gear than you might on a less powerful bike. Crank the bike over on the tire sidewalls and roll on the throttle and let the ludicrous amounts of torque pull you through the corner. Have no fear. The bike's racing tires have stupendous grip on dry pavement. Fifth, use the force, Luke. As difficult as it may be, you have to trust this bike. The harder you ride it, the more stable and secure it feels. I practically stood the thing on its nose under braking and the tail didn't wiggle an inch. I flopped it over from rail to rail as hard as I knew how and the front end didn't even tremble. Pound for ornery pound, this has got to be the most dynamically perfect motorcycle in the world. Yes, once you master the brakes, the stuttering dry-plate clutch, the splenetic throttle, the aching-back riding position and its overall rabid dog demeanor, the 999R can still be a traumatic life event. I mean, come on, it's a racing bike! It is to normal street bikes what crystal meth is to your morning coffee. I have never been so relieved to park any vehicle unscathed in my garage. And yet, I confess, I was a little sad to see it go.
 

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Discussion Starter #4
migz123 said:
Why do you want a Ducati?
Time for a change, I have been riding inline 4's for 22 years and have just now found the joy in twins. What better V2 than a Ducati, and after a number of test rides, I am in love with the very different feel and ride qualities of the 999, the other thing that I find appealing is the almost intangable differences between an Italian bike and a Japanese brand. The only way I can describe it is that a Japanese bike is an appliance like a toaster, fast but lifeless, the 999 may not have the horsepower figures of the R1 but it does have something the R1 will never have....personality(R1 = dam fast toaster but it still is a toaster)

That's my reasoning and I am sticking to it :)
 

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Discussion Starter #8
NOS said:
keep the R1 and buy the DUC :p
I,d love to, but one toy is enough and insurance here in B.C. Canada is insaine, it's costing me $2400 per year for the R1 and that is with no accidents or tickets for more than 5 years
 

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Bobaganoosh
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Arrgo said:
I am in love with the very different feel and ride qualities of the 999, the other thing that I find appealing is the almost intangable differences between an Italian bike and a Japanese brand. The only way I can describe it is that a Japanese bike is an appliance like a toaster, fast but lifeless, the 999 may not have the horsepower figures of the R1 but it does have something the R1 will never have....personality
I doubt you will find anyone here that will try talking you out of a Ducati. We all have our reasons. I believe one of the top reasons for Ducati ownership is passion. We all have a passion for our Twins. Exhaust note, dry clutch, looks, handling, flaking rockers (HAHA) j/k! Ducati pluses far outweigh the minuses. Like you said "The only way I can describe it is that a Japanese bike is an appliance like a toaster". Ducati's are far from an appliance, they are a part of you and have soul. Its not just a bike but a part of your body that has feeling while your on it. Its hard to describe. If you have test rode a Ducati you have already been bitten by the bug and infected.

Go for it and post pics when you get it!
 

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Discussion Starter #10
Synergy said:
I doubt you will find anyone here that will try talking you out of a Ducati. We all have our reasons. I believe one of the top reasons for Ducati ownership is passion. We all have a passion for our Twins. Exhaust note, dry clutch, looks, handling, flaking rockers (HAHA) j/k! Ducati pluses far outweigh the minuses. Like you said "The only way I can describe it is that a Japanese bike is an appliance like a toaster". Ducati's are far from an appliance, they are a part of you and have soul. Its not just a bike but a part of your body that has feeling while your on it. Its hard to describe. If you have test rode a Ducati you have already been bitten by the bug and infected.

Go for it and post pics when you get it!
I don't think anyone could talk me out of it at this point. As you have said I,m infected and the clinic I am going to is the local dealership. The only question is what perscription it's going to take S or R :p
 

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Bobaganoosh
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Arrgo said:
The only question is what perscription it's going to take S or R :p
Well, the first question is money. If you have it within your means go for an R. You will get a limited production bike with trick parts....Mag, Ti and CF. Then you should pick up some spare track fairings/parts and take it to a track day or go to superbike school with it. If you have not been to SBK school you really need to go. Your riding ability and speed will increase exponentialy and you will truly enjoy the 99R and everything it has to offer. You cant push that bike to half its ability on the street. It was born and breed for the track.
 

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I would never try to talk you out of an 999R. If I had the extra money I would own one,but I don't. I own a 06 999S and I am very happy with the performance. In a nut shell there is 12lbs. and 7hp difference between the R and the S. The suspenders are the exact same and the S comes with a half system and ECU chip that really wake it up. While the R you have to buy a system,so dollar for dollar I think the S is a better value,and how much weight did I lose with the stock exhaust and how much hp did I gain with the exhaust and ECU, I don't know but it would make the difference between the 2 even smaller. If it was me and I had the extra money I would buy the R but what I'm trying to say is that you won't be sorry with the S either.
 

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a couple things i have noticed. around here(canada) most people don't (can't) tell the difference between my 749 and a ''s'' or ''r''.and that includes many ''motorcycle''people.that kinda sucks considering the premium dollar you spend.if you get a ''s'' no doubt if you like the ducati experience,you will want an ''r''.that said you should know ducati seattle sold a 04 999r with 800 miles for about 22,000.so be ready to take a huge hit if your buying up here.
 

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You may want to buy the "S", buy some "Skinz", a few trick mods, clutch cover, rear sets, track tires, etc and take her to the track. I would be real hesitant to take an R to the track with the Carbon parts. The carbon fairings alone are $1800/side.

You could really do an "S" up with the difference $ between the two. Handling is the same. Your buying Motor and Carbon with the "R".

With an "S", on a low side, you wouldn't crap your pants and not sleep for a month.

Just food for thought..

My bike is so beautiful, I loose sleep with any little scratch.....
 

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"R" if you can afoord it and the resale value will be good when you plan on selling it and getting another DUCATI
 
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If you are going to do it you may want to seriously consider a Xerox! With the included exhaust and ECU plus the superior rear shock it justifies the price difference from the standard R (if there is such a thing).
 

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Discussion Starter #19
etownwill said:
If you are going to do it you may want to seriously consider a Xerox! With the included exhaust and ECU plus the superior rear shock it justifies the price difference from the standard R (if there is such a thing).
The extra bits are nice and it is only a bit more expensive, but unless Xerox wants to pay me for the advertizing, I would not for a second want to have thier logo's on the side of something I would ride. The other thing is I'm no Troy Bayliss, so I don't think I could carry off the who racer-boy look :p
 
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