ROAD TEST

7 DUCATI 749 DARK 91% 7 YAMAHA R6 91%
20 MOTOR CYCLE NEWS JANUARY 21, 2004

Now you can buy

BY MATT WILDEE PICTURES HOWARD BOYLAN
The new 749 Dark is only 500 more
UCATIS new smart price Dark version of its 749 has been introduced to challenge the preconception that the Italian V-twin sportster is a pricey, exclusive toy for the few. At 7995 its a full 800 less than the previously cheapest 749, the Biposto. But even more significantly, that price just 500 more than Yamahas R6 brings it within range of many Japanese 600cc supersports buyers. Yes, thats right, the 749 Dark is not only cheap for a Ducati 8-valver, it can now
compete on price with the regular supersport bikes of Honda, Kawasaki et al. But what sets the Ducati apart is that it is truly a bike of desire. Its styling makes it adorable at standstill. Soulful grunt from that V-twin powerplant thrills the rider to the core, while stable, precise handling completes the package. And although the Dark is smaller in capacity (at 748cc) in plenty of other respects it mirrors Neil Hodgsons WSB championship winning 999R, and you cant buy much more street kudos than that. As the name suggests, the Dark comes in
WOULD YOU SWAP YOUR BIKE FOR ONE?
AGE: 41 RIDING EXPERIENCE: 25 years CURRENT BIKE: GSX-R750 HE SAID: I really liked it. I thought the suspension and brakes were excellent even in the wet you could carry corner speed because it gives so much confidence. Through the fast corners I carried more and more speed with each lap and the bike still felt safe and secure. Make that loads of confidence, then. FAVOURITE PART? Suspension. WHAT WOULD YOU CHANGE? Fit a rear hugger and tweak the tailpiece too bulky. WOULD YOU BUY ONE? I would definitely consider it.

MATT CASSERLY

love the design, the way you can see the cylinder head and it looks so cool in black. FAVOURITE PART? Brakes. WHAT WOULD YOU CHANGE? Id add a hugger. WOULD YOU BUY ONE? Yes, but then I wouldnt buy anything that didnt have a Ducati badge on it. AGE: 43 RIDING EXPERIENCE: 27 years CURRENT BIKE: Yamaha R6 HE SAID: It felt good much more comfortable than I expected. It was more composed and steered quicker than my R6, too. It just gave loads of confidence. It has a revvy motor and the gearbox is very smooth, letting you shift between gears easily. It feels special compared to a Japanese four-cylinder machine. It doesnt feel very practical though the screen is low and the mirrors are awful. FAVOURITE PART? Clocks the digital display is so trick. WHAT WOULD YOU CHANGE? Id have to fit a hugger. WOULD YOU BUY ONE? Id consider it, but would worry about reliability. AGE: 30 RIDING EXPERIENCE: 5 years CURRENT BIKE: Ducati 749S HE SAID: Im in love. Its got a free-revving engine and accelerates better than my 749S. It feels a much better road bike as the riding position isnt as radical and it feels nice,

SPECIFICATION:

NIGEL BARKER

RICH BEEBY

AGE: 39 RIDING
EXPERIENCE: 8 years CURRENT BIKE: Ducati 851 HE SAID: I was really impressed. I had a 748E before I bought a classic Ducati and this is a totally different experience. The riding position is much less extreme than the 748 and would be much better for distance work. The brakes were phenomenal. All you needed to do was brush the lever and it would instantly stop. I

ANDY WILLIAMS

TRAIL: 97mm
WEIGHT: 199kg (438lb) WHEELBASE: 1420mm

OVER SEAT: 1800mm

Available: Now. With two years roadside recovery Colours: Black New for 2004: New model Insurance group: 16 (of 17) Info: Ducati, 0845-1222-996

DUCATI 749 DARK 7995 otr

OVERALL LENGTH: 2030mm RAKE:24.5
FUEL: 40mpg, 15.5 litres, 140 miles 820mm
Engine: Liquid-cooled, 748cc (90 x 58.8mm) 8v four-stroke 90 V-twin. Fuel injection. Six gears Chassis: Steel trellis Front suspension: 43mm forks, adjustable for pre-load, rebound and compression damping Rear suspension: Single shock, adjustable for preload, rebound and compression damping Tyres: 120/70 x 17, front, 180/55 x 17, rear Brakes: 2 x 320mm front discs with 4-piston calipers, 240mm rear disc with 2-piston caliper

WIDTH: 680mm

HEIGHT: 1080mm
PROS q Soulful V-twin q Accurate steering with stability q Feels special compared to Jap multi
JUST the same as the 999 but without steering damper
NO, not as posh as some but its still in Ohlins yellow.

CONS q Doesnt give same sensation of speed as R6 q Impractical q Low screen
JANUARY 21, 2004 MOTOR CYCLE NEWS 21

than an R6. Tempted?

matt black in place of traditional Ducati red or yellow. It is also missing the Bipostos rear ride height adjuster and steering damper. But in every other respect it is a true 749. So, the 749s price is now unarguably right but what about the rest? Ducatis, to some, still have the stigma of early 90s unreliability. And while the 749/999 range has been available for a while now, has their controversial styling finally been accepted? We invited five MCN readers, each with varying degrees of riding ability, to ride the 749 Dark to find out and to ask: Would you chop in your current machine for one?
Head to head with Yamahas YZF-R6.
ITS hard to believe that two bikes as different as the 749 Dark and Yamaha R6 one the epitome of sorted Italian V-twins, the other a modern Japanese four cylinder powerhouse could have such similar performance. The R6 looks exactly what it is a honed performance tool. But while the 749 is designed to the same brief as the R6, its looks are much more dramatic. While the R6 quickly settles into a fast and smooth idle, the Ducati quivers and rattles with the punchlike power pulses of the V-twin. That and the rumble of the covered dry clutch tempts you to click into first and ride off as soon as possible. The 749 is much better on the move. The Testastretta motor provides a free-revving and torqueladen ride. Get on the throttle hard at low revs and you are rewarded with typical lumpy V-twin vibes before it gets its act together and charges off into the midrange. But from 5000rpm the 749 lunges up the range all the way up to the 11,000rpm rev-limiter. By comparison, the R6 is insane.
JAPANESE four versus Italian V-twin
especially the way it lays on power in second and third gears. I like the Darks styling, too. It looks much better in black than it does in any other colour. It reminds me of the Senna Ducatis of the mid 90s. FAVOURITE PART? The motor. WHAT WOULD YOU CHANGE? Id add a twin pipe conversion. WOULD YOU BUY ONE? If I had a choice between this and the R6, Id be riding away on the Ducati.
It was much more comfortable than I expected, gave loads of confidence and feels special compared to a Japanese four-cylinder machine.

AGE: 28 RIDING EXPERIENCE: 11 years CURRENT BIKE: GSX-R600 HE SAID: It revs well, but you dont get the same sensation of speed on it than you do on a four-cylinder. Its not as exciting either the exhaust note is muted and you dont get the same induction roar as a four either. It is better in some ways there is real low-end drive and the brakes are amazing who needs radial calipers? FAVOURITE PART? Brakes. WHAT WOULD YOU CHANGE? Fit a louder exhaust pipe. WOULD YOU BUY ONE? It would be a tough choice but the Ducati might not be as reliable as my GSX-R and I prefer the power delivery of a four, so no.
Forget bottom-end and midrange power it is limp and miles off the Duke. But by the time the 749 has given up, the R6 has only just got into its stride, wailing into a top-end rush that peaks at 13,000rpm but revs on all the way to 15,000rpm. All in all, its an intense experience the 749 fails to match. Handling-wise, its a different story. The Dark doesnt suffer without a steering damper, and delivers the kind of stable, accurate handling that makes for a good track bike. Steering isnt as quick as the R6, but its so reassuringly steady it will scythe through a turn as rapid as you like. And at any speed. The R6 doesnt have the same composure. Its front gets twitchy on broken surfaces and lively over bumps and on the gas. But it all adds to the exhilaration. Which you prefer will depend on your riding style. Hardcore speed freaks will opt for the R6. Those whod rather let the engine do the work rather than the gearbox will go for the Ducati.
Overall, there is little between the two. The R6 edges ahead but theres more to bike buying than that
Braking is another 749 strength. The four-pad (one for each piston) calipers give massive feel and power with every tug of the lever. And each time its met with a satisfying race bike-like schiiizzzzzzzz as it slows. Although the Duke is considerably heavier than the R6 it outbrakes it every time. Not that theres much wrong with the Yamahas brake setup, its just the 749s kit gives more feel and bite to instil the confidence needed to work the front radial master cylinders lever a lot harder. But when it comes to all-round,
real-world practicality, the R6 is simply in another league. The riding position is more comfortable at all speeds when the Duke only lends comfort with speed the faster you go the more body weight is lifted off clip-on grasping palms. And the Yamahas spacious seat unit also gives you storage space which is missing on the underseat-piped 749. Despite the budget price youre always going to be more precious about the way you treat the Ducati, too. Itll still have that appeal of a Ferrari amongst Mondeos. So yes, whichever way you look at it, the Yam is the choice for everyday use. But overall there is little between the two. The Yamaha edges ahead in sheer straightline performance and also at speed on flowing A-roads but there is more to buying a bike than that. The Ducati is a bike you fall in love with, the sort of machine you buy with your heart. But now with the reduced price, your head and wallet can have a say in the matter, too.

PERFORMANCE DATA

STANDING QUARTER-MILE ACCELERATION
The extra power of the R6 shows clearly even from a standing start. It gets off the line better and the gap widens as speed increases.
749 DARK R6 Terminal speed 119.04mph 127.03mph Time to cover 1/4-mile 12.05sec 11.25sec

POWER AND TORQUE CURVES

Curves typical of the difference between the grunt of a twin and the revviness of a four. The 749 produces its power and torque earlier and delivery is linear making the bike feel slower than it is. 749 needed running in it should see 98bhp in time.

PEAK POWER

35.70sec 33.53sec

TOP SPEED

The R6 is king. The power helps it punch through the air and the over-rev on the motor lets it take advantage of tailwinds.
749 DARK R6 Top speed 152.74mph 159.89mph Time taken to reach top speed
- 749 Dark 94bhp @ 9750rpm - R6 102bhp @ 12,500 rpm

BRAKING FROM 70-0MPH

Braking isnt just about power. You need good feel and suspension to stop quickly. The Ducati has more of everything.
749 DARK R6 Distance covered 50.83m 53.89m Time taken 3.93sec 3.87sec

PAUL CHAPMAN

TOP GEAR ROLL ON 40-120MPH
749 gets a better initial response on opening the gas, thanks to more bottom end, but as speed and power builds, R6 edges it.
749 DARK R6 Distance covered 651.40m 601.52m Time taken 17.60sec 16.75sec

YAMAHA Rotr

ACCELERATION
Engine: Liquid-cooled, 599cc (65.5 x 44.5mm), 16v dohc four-stroke inline-four. Fuel injection. Six gears. Chassis: Aluminium twin spar. Front suspension: 43mm forks, adjustable for pre-load, rebound and compression damping. Rear suspension: Single shock with rising rate link, adjustable for pre-load, rebound and compression damping. Tyres: Front 120/70 x 1 rear 7, 180/55 x 1 7. Brakes: 2 x 298mm front discs with 4-piston calipers, 220mm rear disc with 2-piston caliper.
Available: Now. 24 months manufacturers warranty. 12 months RAC breakdown cover Colours: Blue, red, silver New for 2004: No changes Insurance group: 15 (of 17) Info: 01932-358000
PROS q Quick steering q Smooth q Comfy CONS q Not as special as 749 q Needs revs

SPEED (MPH) 140 150

TIME DISTANCE TIME DISTANCE (SEC) (M) (SEC) (M) 0.76 1.50 0.57 1.20 1.28 5.01 1.08 4.64 1.79 10.63 1.59 10.30 2.31 18.92 2.14 19.07 2.86 30.07 2.67 29.66 3.73 51.00 3.40 47.97 4.78 82.14 4.05 66.88 5.14.30 4.75 90.06 7.03 163.90 5.78 129.72 8.32 218.54 6.70.92 10.06 300.84 8.00 230.07 12.40 421.85 9.7.02 15.31 585.12.42 470.19.73 852.22 15.89 679.89 27.87 1382.32 20.42 974.49

749 DARK

20 bhp/ ftlb

RPM PEAK TORQUE

- 749 Dark 54lbft @ 8250rpm - R6 43.36lbftb @ 12,050rpm

8000 10,000 12,000

14,000

16,000

24 MOTOR CYCLE NEWS JANUARY 7, 2004

ROAD TEST

Inching ahead.

7 DUCATI 749S 95%

AST, open A-roads are where a 749S can run riot. There arent many bikes that leave the rider with a such a smile on his chops. Thats as true as it ever was for the power and torque-boosted 2004 version. But running it alongside the 2003 bike, to see how much difference its extra 7bhp (and 195 in price) makes, reveals a chink in the new bikes gloss. Nailing both bikes in top gear out of slow turns, with 5000-5500rpm registered on the pop-out rev counter/immobiliser, the 03 749S gets a considerable jump on the new bike. It snatches yards, then the gap grows as speed and distance increases. The same roll-on exercise conducted at MCNs two-mile test straight gives the
Ducatis 2004 749S has more power and torque than last years bike but is it better? The answer is yes. just
same results. But at 100mph the 04 bike starts to reel back the yardage, and by 140mph has caught up and is set to pass. But then it hits a headwind at an indicated 159mph, just after sixth cog is hooked. Two out of three top-gear runs registered a higher top speed in fifth than it did in sixth. The 03 bike can pull top gear with 166mph on the clock before it struggles against the wind. Why is this? Well, the 03 bike runs with 14/39-tooth final drive gearing. The 04 bike has taller gearing with a smaller 38tooth rear sprocket. This tiny change has effectively cancelled out the performance gains available from the new bikes engine improvements. A strange decision by Ducati, though one thats easily remedied.
But this doesnt impact on the riding experience once the new 749S is let out on its own. The honking noise from the airbox every time the engine is given a handful starts the adrenaline flowing. The high-pegged, low-seat stance makes it easy to throw the bike around. But the biggest rush is a result of the bike being so delicately responsive to rider input. A touch of butt cheek to one side of the low seat has a 749S or any 749, come to that scything through turns. A push on the opposite bar has it upright in an instant. And its all so stable, too. Anyone will appreciate what a 749S offers in terms of feedback and control. Big undulations at speed are met with a brief squat as the front and rear Showa suspension units compress for a moment, followed by a gentle, controlled rise back to normal length. Big dips, like sunken manholes, are felt as hard jolts through the wrists and a hefty kick to the butt. But for 95 per cent of the time, the stock suspension settings are
spot on when the tanks full of fuel. By the time the fuel warning light comes on, the ride starts to get choppy from under-worked fork springs. And because its only a 15.5-litre tank, hard use will see the quality of ride deteriorate though not excessively within 90 miles. But legal-ish speeds can net 50mpg. Road sorties with the new and old 749S reveal no major differences in performance. Both have dips in output around the 4500rpm mark, but the engine begs to be revved much higher up the range than that, anyway. Both bikes fire up with a quarter of choke lever applied and emit fast-moving metallic noises. The whirrs and clanks could worry a first-time 749 owner. These ominous rattles quieten, though, as oil and metal warm to correct operating temperatures. But if the engine and restricted exhaust notes dont signify changes between the models, then cosmetics do. The new bikes parking light lens cover, placed close to the top of

the fairing screen which tilts toward the rider, has got a darker tint, which lessens the off-putting effect of a bright bulb under the riders eyes at night. And the right-hand switchgear has lost the on/off lighting switch. Now the lights are permanently on except for when the starter button is thumbed. They turn themselves off at this point, ensuring all battery juice goes to the starter. They come back on with both cylinders at idle. Positive, if clunky, gear selection goes hand in hand with an unusually heavy hydraulic clutch lever. But thats the only trade-off for owning one of the sweetesthandling bikes ever made. This years 749S has more power than last years model, the engine mods (see right) make for a smoother-running motor, and fuel consumption is vastly improved. The final gearing doesnt have to be a problem. Just fit a 39-tooth rear sprocket for about 30 and it will blow last years model into the weeds.
The 2003 749S gets a considerable jump on the new bike, but by 140mph the 2004 bike has reeled it back in
BY TREVOR FRANKLIN PICTURES HOWARD BOYLAN
JANUARY 7, 2004 MOTOR CYCLE NEWS 25

2004 ENGINE UPDATES

THERE are minor cosmetic differences between the 03 and 04 749S but the big changes are in the motor (see right)
WILL the 7bhp increase for 2004 make a difference when the 749S is pitched against the current crop of in-line four 600s? Yes, because now a bhp-loaded top end complements the V-twin midrange punch. It wasnt easy to find more power from the short stroke 748.1cc motor. The camshafts were reprofiled for more lift and duration the distance and time the valves are open to allow more cool charge into the cylinder heads and to purge them of waste gases better. 1mm bigger inlet valves (now 38mm) with thinner stems help this process. This shifts peak power further up the rev range. More revs for longer gives any engine a work-out so Ducati has dropped its old-fashioned wire-type valve collets in favour of die-cast, strengthened items. 1. TRICK rev counter from the original 749 is retained on the 04 bike you can pop it off and put it in your pocket, thereby immobilising the bike
ENGINE CHANGES Camshafts have been reprofiled to allow higher lift and duration. Closing rockers are now strengthened to cope with extra stresses. Inlet valves are bigger, allowing more fuel mix into cylinders. Valve collets are tapered and strengthened to grip valve stems better.

60 bhp/ ftlb 0 RPM 4000

POWER AND TORQUE CURVES
THE new 749S makes a healthy 102bhp 7bhp more than the old bike, with a 2ftlb increase in torque. Run against the 2003 bike in fourth gear from 2700rpm to 10,500rpm, the tweaked 2004 model whips the old model by 2s. But on the road, wind and its taller gearing work against it. In theory Ducati has done the right thing by raising the gearing to suit the higher engine output. Unfortunately while this helps reduce revs and fuel consumption at higher speeds, it does nothing for acceleration, which is what you want when youre being hunted by marauding in-line fours.
2. BREMBOS are the same as last year, so are right up there with the top sports 600s 3. PARKING light lens on 04 bike is tinted
2004 power 102.2bhp @10,500rpm 2004 torque 55.1ftlb @ 8500rpm 2003 power 95.3bhp @10,250rpm 2003 torque 53.1ftlb @ 8250rpm

10,000

12,000
STANDING QUARTER-MILE ACCELERATION
THE 04 749S loses out on initial acceleration because of its tall final drive gearing. It only catches up in the last few yards
2004 749S 2003 749S Terminal speed 121.81mph 120.04mph 11.90sec 11.90sec Time to cover 1/4-mile

COMING SOON IN MCN

TOP SPEED
THE 03 749S gets a higher top speed and would pull more over a longer distance. The new bike gets to 150mph quicker but wont pull top gear
2004 749S 2003 749S Top speed 150.99mph 152.17mph Time taken to reach top speed 30.15sec 43.10sec

DUCATI 749 DARK

7995 EXOTICA. STILL FANCY THAT GSX-R1000?
TOP GEAR ROLL-ON FROM 40-120MPH
GREATER time and distance needed to hit 120mph is proof that the more powerful 2004 749S is over-geared. Shame
2004 749S 2003 749S Distance covered 756.14m 662.51m Time taken 20.54sec 18.25sec

OVER SEAT: 1800mm

Available: Now. With two years roadside recovery Colours: Red, yellow New for 2004: Revised engine Insurance group: 16 (of 17) Info: Ducati: 0845-1222-996

Note: Two-seat and singleseat versions available at no extra cost. Weight is with all fluids bar fuel.

DUCATI 749S 9795

OVERALL LENGTH: 2030mm FUEL: 48mpg, 15.5 litres, 160 miles 840-860mm 385-400mm 805-825mm RAKE: 23.5/24.5 HEIGHT: 1080mm
WEIGHT: 199kg (438lb) TRAIL: 91/97mm WHEELBASE: 1420mm
Engine: Liquid-cooled, 748cc (90 x 58.8mm) 8v four-stroke 90 V-twin. Fuel injection. Six gears Chassis: Steel trellis Front suspension: 43mm forks, adjustable for pre-load, rebound and compression damping Rear suspension: Single shock, adjustable for preload, rebound and compression damping Tyres: 120/70 x 17, front, 180/55 x 17, rear Brakes: 2 x 320mm front discs with 4-piston calipers, 240mm rear disc with 2-piston caliper

SPECIFICATION:

WIDTH: 680mm
PROS q Parking light is now tinted q Rapid steering with stability q As thrilling to ride as a 999 CONS q Too tall final-drive gearing q Fuel tank far too small q Stock settings work best with full tank