Ducati 749 & 749R

[Gt1Street]

749R
The exclusive style of the Ducati Superbike range is also a feature of this latest jewel from Ducati: the 749R. Its leading edge design features stacked headlights, integrated exhaust/tail unit, tense, oiginal and exclusive line. While brimming with character, it is the technology that makes all the difference, the high quality standard of each individual component, the ability to transfer know-how accumulated on the track to a bike destined for the public, heart and passion transformed, once again into performance and emotion.

The new 749R completes the Ducati Superbike range and marks Ducati’s return to the World Supersport championship arena.The bikes that take part in this championship are strictly derived from production models and very few modifications to the chassis
and engine are allowed. The 749R was designed with this purpose in mind. Ducati’s new bike is not a ‘race bike’ per se, but for all intens and purposes it is a racing bike created to be competitive on tracks around the world, as well as being a street legal motorcycle.
Technologically, the 749R is the most advanced motorbike ever produced by Ducati, as well as offering the most exclusive range of featues. For those who have racing in mind, the 749R represents the ideal solution, fitted with an engine from the Testastretta family and a chassis and running gear specifically developed to ensure maximum competitiveness out on the track.The widespread use of special materials, including magnesium, carbon fibre and titanium, make this a light, extremely efficient high performance sport bike.
Every 749R is delivered with an individually numbered silver plate on the steering head, which adds yet another exclusive touch to one of the most original bikes on the current worldwide motorcycling scene. The shapes of the carbon fibre body of this single-seater are the familiar ones, developed in the wind tunnel, that have ledto the success of the 999. The 749R also includes aggressive rearview mirrors with built-in direction indicators, which combine style with practicality by being easily removed for when the bike is used
on the track.

Chassis

Frame and double-sided swingarm

Since the tank has not been used to seal-off the top of the air box, we have managed to reduce the maximum frame width(to 345 mm) and so make the motorcycle very compact. The engine is stressed member of the frame itself (classic tubular trellis in high-strength steel), thus subjecting it to considerable stress and ensuring high torsional rigidity of the whole assembly. Thanks to new design techniques that allow for more rational distribution of stress over the various parts of the structure, this characteristic - essential in achieving the required precision of dynamic performance on the Ducati 749R – was obtained without weighing the trellis frame down with excessive reinforcements. In addition to excellent weight distribution, mass is well centralised. The double-sided rear swingarm
is very different from the ones on the 749 and 749S yet is quite similar to the one on the 999 race bikes which dominated the World Superbike championship. The structure which houses the pivot is made of cast aluminium, while the arms are made of two pressed
metal sheets welded together (i.e. box-sectioned). The left one also features lower reinforcement triangulation. The wheel spindle is inserted into two forged housings welded to the arm ends. These housings feature a shear pin that prevents lengthening of the motorcycle wheelbase (so it remains the same as that on the 749 and 749S) and the distance between the wheel spindle and the swingarm pivot point is therefore 490 mm
+/– 12,5 mm (i.e. the variation permitted by the chain tension adjustment slot). If the shear pins are removed and the rear wheel is moved back to the end of the slot the swingarm will have a pivot-to-spindle length of 512,5 mm. This elongated wheelbase offsets any sharp variations in attitude during high acceleration and braking (limits loss of rear wheel grip when braking and opposes front wheel lift during acceleration, thus ensuring controlled handling). The attachment position of the single rear shock absorber is the same as that on the 749 and 749S, yet the suspension mechanism is completely different: progression is very limited, as on all racing motorcycles, while shock absorber travel ranges from 71 mm to 56 mm, thus making the suspension itself very rigid. This new design has the rocker arm positioned above the shock absorber and a different push-rod mount. The front and rear wheel rims are made of forged aluminium, thus making them even lighter than cast magnesium rims without losing any of the indispensable high-tensile strength. Unlike die casting, product thickness can be reduced because the material is distributed more evenly. Since the 749R is road-approved for rider only, it has been possible to reduce wheel rim weights even further.

The rear suspension mechanism illustrated here has been specially designed for racing models (unlike the 749 and 749S there is a new push-rod mount plus the link rod above the shock absorber). Travel is very limited and set-up is rigid.

Front end design

The front brake callipers are, as on the 999R, radial and fixed to special ends on the fork (made by Öhlins). Furthermore, fork stanchions also feature TiN coating to reduce friction. Using the customary system of eccentrics it is possible to change the headstock rake and, by consequence, also modify the trail (91 – 97 mm). The latter can be modified further by acting on the offset, that is, the distance between the centre of the fork stanchions and the centre of the steering axis, exactly as happens on the 999 used in the World Superbike championship. The offset has two fixed settings (30 mm and 36 mm) only, which are selected with the aid of
a specific steering pin housed on an eccentric, which is, in turn, inserted in the pin that allows adjustment of steering axis angle. Note, however, that on the standard, road-approved motorcycle sold to the public the offset adjustment is disabled. This is because, at very high speed (when the tyre deforms and centrifugal force increases its radius) and in the event that the fork is fully depressed, the tyre may touch the radiator. Bear in mind, however, that Ducati’s R&D staff have been very careful to ensure that the above two conditions do not occur simultaneously. Summing up: if the 749R is set up for competition, its wheelbase can be increased (by acting on the rear wheel spindle slots) to give excellent handling on account of limited load transfer, while a significant reduction of the trail (achieved by acting on the steering offset) gives the necessary handling performance (steering response).

The superbly designed front end of the 749R: Öhlins fork with Brembo radial brake callipers, and Marchesini wheel rims in forged aluminium. The latter construction technique makes the final component incredibly strong yet also very light.

Upper bodywork

The upper fairing, the cowlings with the spoilers, the frontal shield between the two cowlings and the mirror housings are all made of carbon fibre. The fairing shapes are identical to that used on the 999R. The tail fairing, however, is identical to the one on the single-seat S version (i.e. in thermoplastic).
Technical Specifications


ENGINE

Type “L” twin cylinder
4 valves
Desmodromic timing system
Liquid-cooling system
Engine bore 94 mm
Stroke 54 mm
Displacement 749,5 cm3
Maximum power 118 HP @ 10250 rpm
Maximum torque 8,3 kgm @ 8250 rpm
Compression ratio 12,7:1
Intake valve diameter 39,5 mm
Intake valve lift 13 mm
Exhaust valve diameter 32 mm
Exhaust valve lift 11,5 mm
Angle between valves 27°
Valve timing (with 1 mm valve clearance)
Intake Opening B.T.D.C. 21°
Closing A.B.D.C. 53°
Exhaust Opening B.B.D.C 60°
Closing A.T.D.C 20°
Con-rod lenght 128,5 mm
Primary drive ratio 27/57
Gear ratios First 15/37; Second 17/30; Third 20/28;Fourth 22/26; Fifth 23/24; Sixth 24/23
Final drive ratio 15/35
Clutch type dry, slipper clutch
Oil pump type gear pump
Lubrification system capacity3,7 l
Alternator 480 Watt
ECU IAW 5AM
Ignition coils stick coil, inserted in spark plug recess
Injectors one per cylinder, IWPR2 type with 12 holes
Antitheft integral with engine control

CHASSIS

Trail 91 - 97 mm
Offset 36 mm
Rake 23°30’ – 24°30’
Wheelbase 1420 mm
Front suspension travel 120 mm
Front suspension tubes diameter 43 mm
Rear suspension travel 56 mm
Rear wheel travel 128 mm
Front rim wheel MT 3,50x17”
Rear rim wheel MT 5,50x17”
Front tyre 120/70 17
Rear tyre 180/55 17
Ground clearance 125 mm
Seat height 810 mm
Foot rests height (adjustable) 387 mm to 410 mm
Overall width 730 mm
Handlebar width 671 mm
Overall length 2095 mm
Steering angle 28° 30’ to right and left
Front brake discs Ø 320 mm
Rear brake discs Ø 240 mm
Four-piston front brake caliper Ø 34 mm (piston)
Two-piston rear brake calipers Ø 34 mm (piston)
Front brake pump cylinder Ø 18 mm (piston)
Rear brake pump cylinder Ø 11 mm (piston)
Total weight* 192 kg

[Gt1Street]

Ducati 749 & 749R #2

[Gt1Street]

Ducati 749 & 749R #3

[silverhawk]

great bikes but i dont like the yellow colour and the body panels on the side are too big and cover the engine completely.

[RobPorsche]

Gt1Street, I appreciate this! Thanks for taking the time to put this together .

[MadMax13]

Its funny you posted this because since gas has hit $4 a gallon ive been thinking of buying a Ducati 999/S/R or an MV Agusta F4...

[kingofthering]

Originally Posted by MadMax13

Its funny you posted this because since gas has hit $4 a gallon ive been thinking of buying a Ducati 999/S/R or an MV Agusta F4...

Whoa there, homeboy, you might want to try something ahem, a little less intense.

[zongcs]

It's really great

[clutch-monkey]

if only i could ride a bike without crashing..

[Gt1Street]

Originally Posted by RobPorsche

Gt1Street, I appreciate this! Thanks for taking the time to put this together .

Dont mention it, and let me know if there are any other bikes or cars you fancy me to get you

[Manik]

I love all of the great styling cues that make up the aggressive look of these bikes.