Riders (JHP) 749RS

Riders have had a couple of BSB 749RS'  for sale for some time now. I looked at both when I bought the Nannelli bike, but at that time, the cost was comparable to the WSS bike and I went with the Italian bike.


Recently, the bikes prices were revised and good friend of mine, having tried a 749R on the road bought the better of the two bikes. He got a bargain!

This bike was Martin Jessops number 2 bike. It was originally built by JHP but has been extensively developed by Riders. 


Unfortunately, I didn't get any pictures of the fairing, but JHPs trademark green fading to black is just visible next to the screen in this pic. The clutch and sprocket covers are also straight off the JHP specials shelf.


The bike has been fitted with the full titanium Akropovic system, like the Italian bikes. John Hackett preferred Leo Vince systems and fitted them over the kit Termignonis as they were found to be more durable than the Termis under race conditions.


Together with the number 1 bike (last seen at Silverstone Ducati weekend in 2011), this bike represents a step forward in the development of the 749RS. The bike has been fitted with uprated brake disks, similar to the 999RS. 


Less obvious is the electronics package: this bike runs a Microtec ecu, rather than the kit part. 


Normally, the ecu sits inside the nosecone, in front of the dash. In this case, the ecu is mounted between the tank and the steering damper. I guess this can be done due to the reduced size of the ecu and to minimise cable runs. This ecu represents a significant step forwards, offering multiple maps (wet, dry etc.) but would have come at significant cost.


In order to fit this ecu in this position, the frame cross member has been removed. Although the WSS (and I presume BSB-SuperSports) rules outlaw modifications to the bikes frame, the crossmember is a removable item and it is unlikely that unbolting a part from the frame would have caused problems with the scrutineers. 


The bike uses the kit top breather, so the standard breather mechanism has been disabled.


Suspension is by the British company, K-Tech. Their unique adjusters can be seen on the top of the fork legs.



The kit tank cap is retained, but inside, the team has added foam blocks to minimise surge.
 

The  bike retains the 'coffin' fluid reservoirs. Most race bikes switched to the normal, round reservoirs to avoid air entering the clutch and more importantly, brake systems under maximum lean. I have been told that John Hackett successfully argued for the replacement of the reservoirs under BSB rules un safety grounds. Normally, changes to the braking system would have been outlawed.


This picture and the next two show the routing of the fuel tank breather. The purpose of this part is to allow the tank to breathe air in, to fill the void left by fuel as it is used. The race valve (visible a couple of inches above the tank) prevents fuel leaving the tank. Sharpy (the owner of possibly the prettiest 749R in England) tells me that the breather system (comprising the clear tube, a catch bottle, the valve and tank insert) were originally sold by Ducati Corse of upwards of £400! The units on the Riders bikes were developed in-house and the Corse parts sold on. Again, this bike differs from the Nannelli bike in that the breather is mounted into the Pierobon fairing brace. 





The drilling in the front of the bracket would have allowed air into the tank. Since the drilling is directly over a weld, it is unlikely to introduce weakness into the fairing bracket. From a distance, it looks extremely trick. Closer, maybe the team needed a better ruler...

Walking around the bike, the kit parts are present: the seat unit is the one-piece 999RS part with the integrated exhaust shroud. Very nice! The seat is removed by releasing the Dzus clips in the seat and on the tail. Four in total.

The Dzus clips in the seat locate into this carbon mount. This part is specific to the 749RS and bolts to the rear of the tank and to the rear subframe.


















The rear axle uses a plastic insert to aid smooth wheel changes.











On the sprocket side, an imaginative solution has been employed to provide a handle to pull the axle through the wheel.

As with most RS', belts are exposed. They are wider than standard and require special, wider, pulleys. 

Oil pressure sensor line is kevlar covered and uses R clips to mount to the motor.



































This is the oil pipe into the oil cooler. The end of the pipe pushes into the cooler and a U shaped clip holds the pipe in (bolt at the bottom). The lock wiring is exquisite.


This is the later ('06) oil cooler. The lower pipe extends to the left side of the cooler to ensure that oil travels across the width and height of the cooler before it exits, exposing it to maximum cooling.























Quick release fuel lines. Difficult to see.





















RS water pipes and temperature sensor.






































The front of the bike. Note the steering damper mount: standard steerage dampers have a cranked fitting which mounts to the frame. Race dampers have a straighter mount, which requires an adapter on the frame. This is just visible here. I understand that the damper internals are identical for all Ducatis - road or race. 

Also, the lefthand switch above the dash: on this bike, it selects the wet or dry mapping. Me, I'd leave it on wet  : )

The right side of the bike, showing the carbon air intake and plastic (road) oil breather box. The white plastic tank is the water expansion bottle, carried over from the 998RS and the 999RS. 

The side of the steering damper mount can be seen more clearly here.

This picture shows the righthand fork leg and lower yoke. The 749R is the only road Ducati that comes with an eccentric adjuster to provide WSB levels of adjustability. When the  setting is used in conjunction with the eccentric, the standard lockstops are rendered useless, so these extended stops are used. 

The picture also shows the upgraded brake lines. Lovely!

To make the bike more usable on track, Andy has put closing valve springs in the motor. Like most modern Ducatis, the bike uses a Desmodronic valve system, utilising rockers or 'levers' to open and close the valves, rather than an opening rocker and a closing spring. Ducatis use a small spring to pull the valve completely shut to eliminate any bouncing of the valve stem against the rocker or the cam lobe. This spring costs bhp though and is removed in race motors where every bhp is required and longevity is not an issue. In one of my motors, the cams are completely fked due to being run without springs. Sad, but it was a race engine.

This bike represents a true development of the 749RS. It (along with the Riders MJ1 bike) is a highly developed, original race bike and it is a pleasure to be able to show it to you here. Thanks to Andy for taking the time to show me over the bike and to his Dad for entertaining number 1 son!

And thanks to you for reading.