To put it mildly, Ducati caused a minor shitstorm with the launch of the Pierre Terblance – designed 999. The 916 and, in turn, the 996 and 998 instigated Ducatis prominent rise to the big time, but no amount of WSB success could absorb the hate in 2003. What, no single – sided swingarm? The aesthetics were, apparently, a lot more aerodynamic. Whatever, the Triple – Nine remains a Marmite job.

Theres no questioning the engineering. The quality of the 999R is exemplary. The Ducati makes the Aprilia look like a prototype mock – up, and the MV a cheap Chinese copy. The attention to detail and machining is eye candy.

The Ducati was designed as a race bike and, as an afterthought, turned into a road goer. Cornering the 999 is like pushing a wheelbarrow, except the wheelbarrow turns quicker. It feels too long and unnatural. Being brutally honest, as sexy as the Ducati is, its utter Phil Collins in the tighter sections. Understeer should only be experienced in a shitty French hatchback, not on a ?20k homologation special, blessed and manufactured in Bologna.

Theres so much weight over the front, the nose turns with pace but has to wait for the rest of the bike to join the party. Too much of one thing is bad, but the trellis – framed chassis does function – you just need to sort the geometry.

The weight on the front – end also hampers heavy braking. Sharp biting Brembos are masked by shoddily set – up Ohlins which is too soft, with too much initial dive during the stroke that causes excessive weight transfer. This badgers your torso and, with bugger – all to grip heading into corners, the Duke requires some muscle. Similarly to Yamahas iffy Rl engine, there have been inconsistencies in Ducatis suzzie set – up. Whether or not Beejs theory of spinning the set – up wheel and seeing what it lands on is true, it is confusing how they manage to get things so wrong.

Despite our moans, and the racing pedigree, the Ducati works well across wide parameters of speed and environments, and less committed rides arent torture – its only the last 10 %, and on track, where the R becomes tricky. As the road opens up, the Dukes stability and Stretch – Armstrong stature prove fruitful. It sinks into the Mac and as long as things arent too gnarly, theres plenty of mechanical grip and confidence – boosting heroics to keep you going.

Lets get down to business, and the faultless Testastretta motor. A bog – stock 999 boasts a banzai engine and earlier models made a decent enough 135bhp. The later Rs powerhouse is another level of insanity, especially with an ECU tune – up like this particular bike brags and takes bhp figures to around 150. Once past idle, at every stage of the power curve theres usable power waiting at the throttle – youre never chasing revs. The 1098 tried to replicate a four – pot with a top – end frenzy, and failed. This was the last great engine that Ducati made. The linear but snappy delivery ensures the front wheel is constantly hovering over the surface, plus itll tail the more powerful MV at any stage. Top – draw fuelling and a sexy throttle equates to an exceptional rear wheel connection and feel from the right wrist. Who needs TC?