Ducati 749S

We're back with another installment of our #teaBreakreview - approx read time under 5mins 

There’s always been something special about a Ducati, the iconic red colour and that unmistakable dry clutch rattle. We decided to take the plunge into Ducati ownership and see what all the fuss was about. 

Ducati sitting pretty at Bedford Autodrome

Official Specs

Max power: 116 bhp
Max torque: 60 ft-lb
Top speed: 150 mph
Tank range: 148 miles (Big lies here!)
Weight: 186kg
Seat height: 780mm

Our Ducati was the Ducati 749S Monoposto, a single seat version of the Ducati 749S. As with buying any Ducati, full service history is a must have. But then again, the cost of the services may make you think twice. Ours has a full Ducati, and Ducati specialist service history with some services amounting to well over £700! It’ll be worth it – right? 

The 749S has one of the most aggressive riding positions we’ve experienced. Low bars, stiff suspension and a poor excuse for a seat makes for a very uncomfortable ride on our lovely British roads. Initially we had real trouble with the handling of the bike. After reading much about the wonderful chassis, it just wasn’t living up to what we had hoped so we took a trip over to Race Engineering and after they adjusted the setup it was like riding a new bike. Confidence inspiring, stable and incredible handling around corners. The only 'problem' now was the fuel consumption - at about 100 miles to a tank it was quite thirsty considering the official specs suggest we could achieve 150 miles!

Always getting attention

You can always hear a Ducati in the distance and the 749S is no different. With a full Termignoni exhaust system, the bike really did command a presence attacking all senses. If you own a Ducati with a dry clutch, you know it's not long before someone tells you it sounds like a ‘bag ‘o nails’. We laugh and say we think it just adds character.

Many people have reported the clutch as very snatchy on the 749S, but we didn’t find it much different to any other bike we’ve ridden. Although we were running a freshly uprated clutch.

Enough torque to catapult you out of corners

The 749s packs a real punch low down but really lacks at the top end of the rev range. It takes quite a while to get used to when coming from a screaming Japanese inline four. One of the nice additions you get with the S version is full Brembo brakes and these are still the best we’ve felt in a long time, great feel and loads of confidence when you’re late braking on track.

As mentioned earlier, the 749S was a real struggle on the road, uncomfortable and bone shattering so we thought we would take it on track to see what this race pedigree was really made about. With the full Termignoni system booming we’re still amazed it past the noise test, the sound tester did have a smirk though…

Coffee runs made special on the Ducati

The 749S really comes to life on track, with loads of torque to throw you out the corners and amazing brakes begging you to brake later. The handling is made sublime after a suspension set up, it’s a bike designed for the race track. Being a V twin, the back end could get quite lively when hastily shifting down before entering a corner but there was so much feedback from the chassis it felt natural and very controllable.

The Ducati at home on the race track

Overall the Ducati was a great bike for the track, but it was just too much for the road and certainly too expensive to keep just for the track. Where ever we went the 749S got attention – maybe we should have kept it as an ornament!?

Thanks for reading! We hope you enjoyed it.

BirotarUK 

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GSXR K5 750

Suzuki GSXR K5 750 - approx read time under 5mins 

After one year and over five thousand miles of ownership, we parted with the Bfiddy. It was used for commuting, trackdays and UK touring, never missing a beat.

Rider Birotar_Jonjo

Back in 2015, when we bought the bike, she came as standard with an Arrow exhaust, the only hidden extra was a Power Commander 3. After an hours ride home we knew the right choice had been made, with great handling and acceleration there when you want it.

Nice unobtrusive dash

The bike received a full service when we got her back to the BirotarUK HQ. We also changed the pads knowing full well it wouldn’t be long before we had her on track, EBC HH Sintered are the pads of choice. 

The first big trip for the Bfiddy was to Wales to enjoy some fine roads and scenery. A waterproof bag strapped to the back and that was all that was needed. Official figures state 160 miles to a tank of fuel, but we found 120-130 was more realistic before the fuel light came on.

The Bfiddy ready for a trip to Wales

After some time to get to grips with the bike, it was evident we needed to get the suspension set up. We used Race Engineering, as we do with all our bikes. As usual they did a great job and the bike's handling was transformed. We’d also added a quickshifter to the bike, this was tested on the dyno whilst also confirming a very healthy 130bhp at the rear wheel.

The Bfiddy in Wales

Knowing the bike was healthy and the suspension performing much better, it was time to hit the track. We managed two on the Bfiddy, one at Mallory park in the standard road fairings and the other at Brands Hatch after we sourced some track fairings. Both times the bike performed really well, building rider confidence.

There isn’t much you can fault the Bfiddy on, if anything. It's a bike that can be used in most situations and takes everything in its stride. Servicing and parts are cheap, and providing the bike comes with a good service history there isn't much that would stop the bike.

Overall a big thumbs up from us. A highly recommended sports motorcycle capable of commuting, fast road riding, touring and track days. Here's to the duly departed Bfiddy. 

Bfiddy at Brands Hatch

Thanks for reading! We hope you enjoyed it.

BirotarUK 

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Quickshifter, launch control and pit limiter.

Quickshifter, launch control and pit limiter.

We've all seen the latest generation of bikes that come with launch control as standard and watched in awe as the Moto GP riders launch off the line in free practice, often wishing there was a solution for our older bikes and we think we've found it.

When searching for a quickshifter you'll find lots of choices but there is only one after market manufacturer that can offer launch control, quickshifter and pit lane speed limiter in one plug and play unit, Shift Power.

SP full race unit packaging

We thought we'd give it a go on the ZX6R track bike to see if this unit can do everything it says on the box. If you follow the instructions, the installation process is very easy and takes under two hours, including a tea stop. So what's in the box?

Everything you get in the SP full race unit box

The kit comes with everything needed to install the system, including quick splice connectors. At first the thought of installing this system was very daunting, you mean we have to splice into the bikes main ECU terminals?! Rest assured, the instructions are very clear and the quick splice connectors make it easy.

Check the wires before you splice them

Only basic tools are needed, the hardest part is getting to the ignition coils which are located under the airbox, it comes in handy having a spare set of hands to hold the fuel tank up to save removal.

When ordering you need to supply the length of your standard shift rod, we didn't need to cut anything off the supplied shift rod like we've had to in the past with other units.

Quick shifter sensor and new shift rod fitted 

After two hours in the garage fitting the unit it was time to test it all out, off to Cadwell we went to try it all out.

The unit worked flawlessly, there have been no changes made to the kill time yet as it's delivered with a very good base settings. It feels a lot better than the quickshifter we had on the GSXR 750.

So how did the launch control shape up? If you've been to Cadwell before you'll know it's out the pit and straight into a series of bends, not great for trying launch control. It's been tested on a paddock and it was impressive being able to hold the revs, launch and use the quickshifter to go up through the gears, so what does aftermarket launch control sound like, we thought we'd try it without launching in the pits at Cadwell...

The speed limiter works in the same way, flick the button that can be mounted on the bars and hold the throttle open and it won't rise above the speed that you've set, simple really, sounds good too.

To set the launch control RPM and speed limit you have to use the programming board which plugs into the quickshifter connector on the full race unit. Hold the revs at your desired limit and press the button, all set. The speed will need to be set on a paddock stand allowing the wheel to reach your desired speed. We found one very minor flaw with the launch control system, if its going on a track bike or a bike you plan to take on track it will have to be set above the noise testing RPM limit for your bike.
We're hoping to get the bike on the dyno over winter so will be able to really test the launch system in a controlled environment.

Overall the system is great and at a price point very similar to any other standalone quickshifter.
£336 gets you the full race unit, even if you only use the launch control once a year it's still a competitive package. We can't wait to get back out there to try the launch control at a track like Snetterton or Brands. A big thumbs up from BirotarUK.

To see if the unit is available for your bike click here.

Birotar Jonjo at Cadwell Park testing the full race unit

All the best

BirotarUK 

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Photography and videography are ©BirotarUK 2016