Originally from the June 2007 issue of Cycle World
There was a time when a Ducati Superbike ruled the high banks of Daytona, but Cook Neilson’s shock win on Cycle mag’s Old Blue project SS was 30 years ago. Soon after, Japan hit its racing stride. Sure, Ducati Desmoquattros raced on into the ’80s and ’90s but they labored to make power comparable to factory bikes from the Big Four and for a time even needed a significant displacement advantage/weight break to remain competitive.
Those handicaps are no longer needed. For the past four years, Ducati has taken it to the four-cylinder competition on equal terms, snatching three World Superbike titles. Parity came with engine growth. As the years crept by, Ducatis got bigger. First 851, 888, 916 and 955cc, then 996, 998 and 999. So it’s really no surprise that the completely redesigned superbike from Bologna has grown yet again, but this time all the way to 1099cc, racing rules be damned. Like Triumph with its 675, Ducati decided to ignore competition regs and build the bike that consumers were begging for, a beautifully styled Twin that can kick a little sand in the face of Japan Inc. and take the fight to ’em in the real world.
When Don Canet dragged his jet-lagged body back to the office following a whirlwind trip to South Africa to ride the 1098 at Kyalami, we were all ears. Problem was the introduction took place at a lofty 5000 feet of elevation, robbing the bike of precious horsepower and not leaving strong impressions about engine performance.
Those who never took a liking to the 999’s controversial styling should be very happy with the beautifully penned lines of the 1098. Sexy is back in a big way.
Our first exposure to this powerplant on home territory had us beaming with excitement. One quick ride of the bike at sea level here in Southern California was all we needed; the bike’s engine is stout. Strapped to the Cycle World dyno, our $19,995 1098S fitted with optional Termignoni pipes, air filter and the accompanying ECU chip ($2800) from the Ducati Corse catalog pumped out an amazing 150 horsepower and 83 foot-pounds of torque at the rear wheel. For comparison, last year our 999S tester made 131 hp, while our limited-edition $33,000 999R spun the drum to the tune of 137 hp. Looks like V-Twin power just got a little cheaper!
Differences between the standard model and the “S” designation are primarily chassis-related–gleaming gold Öhlins suspension, lighter wheels and carbon-fiber bits are sprinkled here and there–but they share identical engines. There is more to the new Testastretta Evoluzione engine than just a 4mm bore and 1.2mm stroke increase. Sure, the very oversquare short-stroke engine’s capacity growth is responsible for much of the newfound power, but cylinder-head improvements and changes to induction and exhaust have contributed substantially.
Reshaped combustion chambers and R-profile cams actuating larger intake and exhaust valves make the cylinder heads more efficient. The engine is also much lighter; an amazing 11 pounds was shaved off, with 6.5 of that coming from the cylinder heads alone! Feeding the new heads are Desmosedici MotoGP-derived elliptical throttle bodies, which increase flow by 30 percent. Stock, the bike comes with a redesigned 2-into-1-into-2 stainless-steel exhaust.
On the road the 1098S isn’t just an improvement, it’s a revelation. Power is phenomenal, lofting the front tire through first and second gears like a 1000cc Four. On mountain roads you can choose between a couple of different gears for a given corner; there really isn’t a need to downshift unless you want to be catapulted out in anger.
New 1099cc Testastretta Evoluzione engine is significantly lighter than the 999 unit, while making considerably more horsepower due to redesigned cylinder heads.
Speaking of forward thrust, the 1098S threw down performance numbers that quite frankly blew us away. Not only did it smoke every single 1000cc Four we tested in last year’s Open-class shootout in acceleration to 60 mph (2.58 seconds), it bested every last one of them through the quarter-mile, with an impressive 9.845-second, 145.64-mph run! The only area where the 1098S came up short (literally) was top speed; our bike ripped past the radar gun at 174 mph on the rev limiter in sixth, clearly undergeared. The 1098 has two more teeth on the rear sprocket (38 vs. 36), while primary and internal ratios remain unchanged from the 999. The added horsepower and clipped gearing means this is the first Ducati we can remember testing that is actually geared too short. Our guess is that with a tooth or two off the rear sprocket it would pull 180 mph and be in Kawi ZX-10R territory. Of course, there’s the argument that for twice the price of a Japanese 1000, the kitted 1098S had better walk the walk!
At 70 mph on the freeway, the tach reads a mellow 4000 rpm, purring like a kitten. Ducatis have been nothing but smooth in terms of fuel delivery for years and this bike is no exception. Open the throttle from any position and the bike responds instantly and flawlessly. Everything about this bike has that level of refinement. The action from the clutch is crisp, despite a short engagement range, and the transmission shifts with precise and buttery action. The slipper clutch unit quietly goes about its business, never drawing attention to itself.
Beautiful c-f Termignoni mufflers are semi-thunderous, probably too loud for street duty, especially during our photo shoot adjacent to a golf course’s tee box. (“Sorry, but you probably would’ve sliced that drive anyway.”) Another complaint is that the pipes give off a decent amount of heat on a hot day, making your bum a little toasty in the firm seat.
The new 1098 reverts back to a single-sided swingarm constructed from cast and fabricated aluminum, forming an ultra-strong structure. Digitek LCD dash was yanked right off of the Desmosedici GP7 MotoGP bike. Shift lights illuminate in steps to give the rider more warning before the rev-limiter kicks in.
After seeing the additional 0.5 inches of wheelbase on the spec sheet–due to the single-sided swingarm–we thought the 1098 chassis might be a bit lazy. Instead, it handles like a dream, with quick turn-in and easier side-to-side transitions. The fact that the bike is 24 pounds lighter than the 999S is a huge factor, but better weight distribution, wider handlebars (improved leverage) and reduced rotating mass from the forged alloy Marchesini wheels make it much more responsive to rider input than any Duck in memory. Yet leaned over it conveys the same confidence and stability–aided by an Öhlins steering damper–that we’ve come to expect from Ducati superbikes.
The S-model’s trump card is the top-shelf, track-oriented Öhlins suspension. Feel from the front end is excellent, communicating exactly what is going on underneath you and keeping the Pirelli Diablo Corsa Pro tires planted. We had the 43mm fork set up firm but it was still able to suck up the bumps and bangs of rough SoCal mountain roads. The Öhlins 46PRC shock has provisions for ride height in addition to rebound and compression damping and was first-rate in bump response.
The initial bite of the new Brembo monobloc calipers is aggressive, actually almost overkill for street use. Canet commented that he became accustomed to them on the racetrack, but on the street caution is necessary until familiar with the level of power. One or two fingers are all that is needed for instant stopping power from the radial-mount, machined-from-a-single-hunk-of-billet calipers. Throw in the huge 330mm twin discs, plus stainless lines, and you get arguably the most powerful brakes on any production bike made.
We don’t have to tell you what a “looker” the bike is. Despite the racing success of the 999 series, the same couldn’t be said of its showroom sales–put bluntly, it was a flop. But popularity has its price; according to Ducati both versions of the 1098 allocated for the U.S. are already sold out. It appears that it was love at first sight for most Ducatisti; the rest of you will have to wait until 2008.
In the saddle, the 1098S is a different animal than its predecessor. There’s a vast improvement in riding position compared to the stretched-out 999–you almost needed chimpanzee arms to feel at home in that cockpit. Seat height is a bit taller and the bars have been raised almost an inch and moved slightly closer to the rider, while footpegs have been lowered a hair. These changes make the bike–dare we say-–more similar to Japanese crotch-rockets.
Two things stand out when your gaze is directed forward: First is the beautiful Digitek LCD dash with handlebar-mounted switches to scroll through functions. It is easy to read and offers lots of information. The only missing element is a gear-position indicator. Standard on the S-model is the Ducati Data Analyser (DDA), an onboard data-acquisition system (optional on the standard 1098), allowing you to record and download info like lap times, max speed and rpm from a track day. Second things noticed are the beautifully styled mirrors with integral turnsignals. Only problem is that they are lacking in their range of adjustability and seem to wander back to one position regardless of where you put them. Wind protection from the large windscreen is plentiful, with minimal buffeting and a clear view when tucked in at speed. Although the seating position is forgiving in layout, a sport-tourer the 1098 is not; the rider/bike interface is all repli-racer, as it should be.
With the 1098, Ducati went back to the drawing board (sorry, Terblanche) and the result is this amazing machine–we’ll take ours in red, please. Italian superbikes are supposed to make you horny, and the 1098 not only brings back the raw sex appeal that was desperately missing in the 999, but it takes a gigantic step forward in terms of performance. No longer does Ducati’s flagship sportbike have to survive on handling alone.
» Go to next page for our complete test data and Editor’s Notes.
SPECIFICATIONS
GENERAL
PRICE AS TESTED
$22,795
IMPORTER
Ducati North America, Inc.
10443 Bandley Dr.
Cupertino, CA 95014
www.ducati.com
CUSTOMER SERVICE PHONE
408/253-0499
WARRANTY
2 years/unlimited mi.
ENGINE
ENGINE
liquid-cooled four-stroke V-Twin
BORE & STROKE
104.0 x 64.7mm
DISPLACEMENT
1099cc
COMPRESSION RATIO
12.5:1
VALVE TRAIN
dohc, four valves per cylinder, desmodromic actuation, shim adjustment
VALVE-ADJUST INTERVALS
7500 mi.
CARBURETION
fuel-injection
OIL CAPACITY
3.9 qt.
ELECTRIC POWER
520w
BATTERY
12v, 10ah
CHASSIS
WEIGHT:
TANK EMPTY
410 lb.
TANK FULL
434 lb.
FUEL CAPACITY
4.1 gal.
WHEELBASE
56.5 in.
RAKE/TRAIL
24.5°/3.9 in.
SEAT HEIGHT
32.5 in.
GROUND CLEARANCE
4.8 in.
GVWR
858 lb.
LOAD CAPACITY (TANK FULL)
424 lb.
SUSPENSION & TIRES
FRONT SUSPENSION:
MANUFACTURER
Öhlins
TUBE DIAMETER
43mm
CLAIMED WHEEL TRAVEL
4.7 in.
ADJUSTMENTS
compression and rebound damping, spring preload
REAR SUSPENSION:
MANUFACTURER
Öhlins
TYPE
single shock
CLAIMED WHEEL TRAVEL
5.0 in.
ADJUSTMENTS
compression and rebound damping, spring preload
TIRES:
FRONT
120/70ZR17 Pirelli Diablo Corsa Pro
REAR
190/55ZR17 Pirelli Diablo Corsa Pro
PERFORMANCE
1/4 MILE
9.84 sec. @ 145.64 mph
0-30 MPH
1.1 sec.
0-60 MPH
2.6 sec.
0-90 MPH
4.5 sec.
0-100 MPH
5.2 sec.
TOP GEAR TIME TO SPEED:
40-60 MPH
2.8 sec.
60-80 MPH
3.0 sec.
MEASURED TOP SPEED
174 mph
ENGINE SPEED @ 60 MPH
3870 rpm
FUEL MILEAGE
HIGH/LOW/AVERAGE
48/33/39 mpg
AVG. RANGE INC. RESERVE
160 mi.
BRAKING DISTANCE
FROM 30 MPH
30 ft.
FROM 60 MPH
116 ft.
SPEEDOMETER ERROR
30 MPH INDICATED
30 mph
60 MPH INDICATED
57 mph
EDITOR'S NOTES
Mark Cernicky
Associate Editor
I haven’t spent any time on the 1098S at the track, but the weekend we spent together doing the rhumba in the mountains and running through city streets wore me out. If it wasn’t her red dress, it was the fabulous sound escaping from her desmo heads through fine stainless Termignoni plumbing and sweet carbon cans that hailed some serious attention. Not just from envious onlookers but from those driving black-and-whites. You just have to take one look at her sleek lines and Öhlins accessories to know she means business, and her black Marchesinis danced her way into the 9s at the strip, with a little help from (at last!) the linear clutch.
After a blast of hauling azz, a firm Brembo brake lever brought us back to zero in nothing flat. She’s built for speed in both directions and has brought back the timeless look of the 916, this time with serious horsepower.
Blake Conner
Associate Editor
I love Ducatis. The look, the sound and the handling have always appealed to me. Thing is, I like Fours even more. After riding the 1098S around this past month, I figured out exactly what had kept me from falling helmet-over-heels for V-Twin propulsion in the past. It was the lack of outright tire-spinning, wheelie-floating, Four-cylinder-like muscle that left me unsatisfied. I expected the new Duck to be an improvement over the 999 but was unprepared for this level of performance. The combination of its competitive Open-class power and class-leading torque finally puts it on par with the Multis I’ve always dug. Our S model is loud and feels more “track ready” than “street friendly.” And I love it. The 999R was close, but $33K–give me a break! This S-model is still out of my price range but I could live with the Showa-suspended standard version at $14,995, then spend the savings on the Termignonis, chip and air filter and finally have the Twin I’ve always longed for.
Mark Hoyer
Executive Editor
It is certain that, the world over, negotiations are ongoing about getting this new, bigger Italian V-Twin homologated for Superbike racing. I definitely can understand the resistance from the other manufacturers. Why would you want to spot your competition–Twin-powered or no–100 or 200cc? It just doesn’t seem right.
At the same time, bright-red Italian motorcycles do add a nice kind of spice to any production-based series, and racing just doesn’t mean as much if people aren’t watching. After all, while most folks on the ground at a racetrack are in it for the sport, factories invest money, time and ingenuity for marketing reasons.
This 1098S is an awesome piece, and I am sure that the boys from Bologna would love to race it. But I guess if the big Twin isn’t made legal, maybe Ducati could spool up the Desmosedici production line a bit. That’s a nice little 1000cc four-cylinder streetbike that seems to fall right in line with Superbike rules. Wouldn’t that be something!