Sport Motorcycles

OVERVIEW
Ducati has won the International Bike of the Year (IBOTY) twice – in 1994 with pioneer 916, and then 13 years later in 1098.

While the 916 has four years to enjoy the limelight before it was replaced by 996, this time has been cut Ducati intervals by replacing half of 1098 to 1198 after only two years.

It’s not that 1098 could not help themselves – the basis for the change was there. The 1198 is now in the league the same capacity as World Superbike 1098R homologation engine, which is always 1198cc.

The world’s 1098R last year won the Superbike title with Troy Bayliss, and was making a handsome boxing battle of the year 2009 with Noriyuki Haga.

This is a great beginning of the year for the European sportsbikes, with Aprilia‘s all-new RSV4 set to go on sale in July, and KTM‘s RC8R – machine to form the basis of often-mentioned company’s World Superbike offensive – has got a nod of approval from journalists around the world.

Latest Ducati evolution – at least engine-wise – sportsbike is available in two configurations – the 1198 and 1198S. Besides the larger engine, both engines share the same basic DNA, but the higher specification ‘S’ has been forged not cast alloy wheels, instead of Showa, Ohlins suspension, and it was 2kg lighter.

S is also equipped with the Ducati Traction Control (DCT) as the standard, which is also the case in the 1098R and the upcoming Streetfighter S.

Ducati Data Analyzer (DDA) is also standard on the 1098S, but available as an accessory in 1198. DDA, which comes complete with PC software and a USB capture card, the record multiple channels, including the opening of the throttle, speed, rpm, engine temperature, distance traveled, round and even the level of interaction DTC.

At the end of the ride or track session, 4MB of data can be downloaded and graphs to digest at a later date. Do not understand graphs show sucks when you only have a full open throttle less than five percent of the laps …

Native Australian press launch for the Ducati 1098S was held at Eastern Creek, but abandoned after the horrible conditions of the circuit to attack Sydney’s west. I tried to compensate for the lack of on-track buzz by consuming about 10 copies, respectively, but it was less entertainment.

Rainy-day strike would be a good time to test the effectiveness of DTC – one of the benefits customers in spruiked heavy-DTC 30 pages of literature – but I can understand why Ducati hierarchy Australia thought otherwise …

So with Eastern creek write off, BikePoint hastily sourced in 1198 from a local dealer for two days in the real world riding, and the results were impressive. The only note of disappointment that can not be tested much hyped in the 1098S DTC, but we would certainly like to get out sooner rather than later.

PRICE AND EQUIPMENT
Is this 1098 or 1198? A passing glance will not give a definite answer, because 1198 is the mirror image of 1098, and they also share the same chassis dimensions: wheelbase, rake, steering angle and suspension travel.

Instead, the main point of differentiation is the L-twin, desmodromic machine, Ducati’s bread and butter. The 1198cc capacity is achieved by the 1198s using the same 106mm x 64.7mm bore and stroke as the 1098R. That increase in birth 2mm, and 3.2mm stroke.

Ducati claims 170hp at 1198, up from 10 in 1098, but at the same rpm (9750). Peak torque is also still at 8000rpm, but there’s more than 8.4Nm.

Both incoming and exhaust valve is also greater – up to 43.5mm and 35.5mm respectively. Elliptical throttle bodies are now 63.9mm diameter, straight from the menu 1098R.

But there’s no clutch shoes from the 1098R, but certainly very close to getting through the line. Oh, well.

1198 Testastretta Evoluzione is the lightest engine ever used in the Ducati Superbike, thanks to the vacuum die-cast process that reduces weight by 3kg weight of 1098. However, since 1198 only has a dry weight advantage over the 2kg claim 1098, there was something wrong with the math.

The new Monster 1100 also benefits from the same weight-saving process of vacuum, as a model of the future will be like Streetfighter.

The ratio of the gearbox in the 1198s also direct 1098R, with a third to the sixth higher than 1098. In fact, the fifth gear at 1198 is now equivalent to the sixth tooth in 1098 – a ratio of 0:98 (23/24).

That does not mean that has lost some of the spirit of 1198, as a higher ratio was ‘absorbed’ by the 1198′s meatier torque.

The 1098 squeeze fuel mixture in the ratio of 12.5:1, and 12.7:1 now 1198. The 1098R is the compression ratio of 12.8:1.

The 1198 has been fully adjusted Showa suspension, which morphs into the Ohlins in S. 1198 forks are both 43mm, and the two units behind the high rise independent of the preload adjusted. Single-sided swingarm is aluminum.

The 1198s continued with four-piston Brembo monobloc calipers, engine from one part of the alloy. They are fitted with 330mm discs.

The 1198 has 10-spoke cast alloy wheels finished in graphite gray and, as usual, 1198S go to the next level with a new seven-spoke Marchesini forged GP replica wheels.

Instrumentation is digital, and has been showing speed, rpm, spin, time, air temperature, engine temperature, voltage batter, A & B trip, reserve fuel trip, scheduled maintenance, as well as the usual array of warning lights.

Display device also includes DDA and DTC when they are active.

Dry weight in 1198 was 171kg, 2kg more than 1198S, the lower the unsprung weight benefits and other beauty such as carbon fiber front guard.

The 1198S at a price of $ 33,990 (plus ORC), and 1198 is 6K less at $ 27,990 (plus ORC). Two-year warranty with no mileage limit.

The 1198 has a gray these graphite black wheels and frames, available in red or white pearl. Frame and wheels on all 1198 S bronze, in the choice of red or midnight black.

ON THE ROAD
1198 is the new Ducati sportsbike gods, and with good reason. Certainly not apply shock per se, but provides a high level of satisfaction rises, all the beautiful melody tone, you have to want more. And it still had a look.

The main ingredient of every blue chip is handling sportsbike, and I must say the 1198 chassis is too smart for me.

Despite the stiff suspension, which took in 1198 is still there on the asphalt defects very easily, even on fairly steep lean angle. Of course, maybe start dancing a little in the things that really rough, but it was just a little disturbing value quickly lay down and looked forward to the next conquest.

This is a brilliant management tool on the road gnarly, so I can only imagine how much better it would be at a race track.

In addition to steel trellis chassis, which certainly benefits from the 1198 miserly unsprung weight through high end tires, brake wheels ands. Not only suspension that enhances compliance and centralization of mass, but brighten the wheel and make it more adept at change of direction.

Not all chassis and suspension package to take advantage of a powerful machine, but it certainly mission accomplished in 1198, aided and abetted by good Supercorsa Pirelli Diablo tires.

Good machine, because this is a machine that was so easy to use – again, no surprises, just great delivery.

Even the lack of clutch shoes is not a big disturbance, and I certainly do not need to torture gearbox fine silk with pushing through the gears in a hurry before the tight hairpins.

That’s because the torque is so accessible and attractive hard from 3000rpm. I’m running out of time to put 1198 in the dyno, but it felt like it was accessing a large chunk of the entire sign 131.4Nm from 4000rpm. For satisfying and lucrative up, you can not get much better than that.

The rev limiter on the 1198 set at 10,500 rpm, and pulled all the way to that mark, too. It’s not so much power advantages – the top was the 750rpm before – but when you click to the next gear, bike stays in the hot zone and ready for more play.

Strength is very large Brembo brakes, and single-finger pressure is all you need to the children of this dog. If the front suspension is not up to scratch, I would soon know about it.

At 110km / h, 1198 ticks toward 3500 rpm in top gear. It’s going to bumble along the lower revs, but anything below 2000rpm transmission may invite a little snatch.

In traffic, 1198 to get a job, although sometimes feels like a caged lion. When the engine has more than 100 degrees, a heart beaming a little arrogant in my legs, and u-yakka proved difficult as my hands up wedged beneath the screen.

If I was the owner of 1198, I also went to an optional spacer kit, allowing the extension 30mm over the standard length mirror.

When he stood, the only way I could see through it to lift my hand from the handlebar and look under the arms – and on one occasion I did not like what I see!

Apparently Mr. plod is trying to pull me into to 3km. That’s not enough Cannonball Run, but he still took some money and the lack of points from me for the problem.

The 1198′s 820mm high chair make it accessible to a large number of passengers, and there tends to normal up position you would expect from a leading sportsbike which depends on the weight distribution front to maintain grip.

Seat is difficult, but it seems not too much cause anxiety, even when the rise for several hours. That’s probably because quite extensive and offers just a little support, though not like sitting on a pillow. Both 1198s are biposto.

The 1198 is a great package, and just added extra strength to shine. It was clear the development of 1098; one that has been built on the strength of Ducati racing heritage. And that makes the engine much better for the road, too.



SPECIFICATIONS – DUCATI 1189 (S IN BRACKETS)

ENGINE

Type: Liquid-cooled, eight-valve, four-stroke, L-twin

Capacity: 1198.4cc

Bore/stroke: 106mm x 67.9mm

Compression ratio: 12.7:1

Fuel delivery: Marelli electronic fuel injection

Maximum power: 170hp at 9500rpm

Maximum torque: 131.4Nm at 8000rpm

TRANSMISSION

Type: Six speed

CHASSIS

Type: Tubular steel trellis

SUSPENSION

Front: Showa (Ohlins) 43mm USD, fully adjustable, 127mm (120mm) travel

Rear: Showa (Ohlins) monoshock, fully adjustable, with aluminum single-sided swingarm, 127mm travel

Front brake: Twin 330mm semi-floating discs with radially mounted four-piston Brembo calipers

Rear brake: Single 245mm disc with twin-piston Brembo caliper

Front wheel: 10-spoke cast alloy (7-spoke forged alloy) 3.50 x 17

Rear wheel: 10-spoke cast alloy (7-spoke forged alloy) 6.00 x 17

OTHER STUFF

Wheelbase: 1430mm

Dry weight: 171kg (169kg)

Seat height: 820mm

Fuel capacity: 15.5 litres

RRP: $27,990 ($33,990) plus ORC

Warranty: 24 months, unlimited kilometres

Testbike supplied by: Ducati City (Tel: 03 8341 2900)