Öhlins 43mm fully adjustable upside-down fork with TiN
120mm wheel travel
Rear Suspension
Progressive linkage with fully adjustable Öhlins TTXR
monoshock with top-out spring. Aluminium single-sided swingarm. 127mm
wheel travel
Front Brakes
2x 330mm discs 4 piston calipers
Rear Brakes
Single 245mm disc 2 piston caliper
Front Tyre
120/70
ZR17
Rear Tyre
190/55
ZR17
Seat Height
820 mm
Dry-Weight
165 kg
Fuel Capacity
15.5 Litres
Standing 0 - 100km
3.2 sec
Standing 0 - 140km
4.8 sec
Standing 0 - 200km
7.9 sec
Acceleration
60-100 km/h
3.9 sec
Acceleration
60-140 km/h
7.7 sec
Acceleration
100-140 km/h
3.8 sec
Acceleration
140-180 km/h
4.6 sec
Top Speed
290 km/h
The 1098 R is the ultimate Superbike. The most advanced,
most powerful twin-cylinder motorcycle ever built, with the highest
torque-to-weight ratio in the sport bike category. It is the product of a
team of designers and engineers focussed on one objective only – to win.
The ‘R’ is a race bike, pure and simple. Its competition specification and
superior components together with advanced electronics and race-proven
chassis technology deliver a level of performance that empowers you with
confidence and capability.
World Superbike rule changes mean that the road-going ‘R’ version is closer
than ever to the factory race bike. The 1098 R is not a replica - it’s the
real deal. An incredible 180hp L-Twin Testastretta EVOluzione engine in a
race-winning Trellis chassis set-up tips the scales at an unbelievably
lightweight 165kg (364lbs) and comes with a race kit that introduces Ducati
Corse’s world championship winning traction control system.
Once again, Ducati raises the bar and sets the world standard for sport
bikes while turning the heads and racing the hearts of enthusiasts
throughout the world.
1098 Technology: Trademark Ducati features like the high tail section,
compact front end, twin under-seat silencers and single-sided swingarm are
just some of the features that turned the 1098 models into an instant
award-winning success. When launched in November 2006, the 1098 and 1098 S
introduced a number of ‘firsts’ for Ducati and production sport bike design.
It was the first production motorcycle to have the amazing stopping power of
Brembo Monobloc brakes, the first to have a data acquisition system
integrated as standard equipment and the first to use an ingenious
construction method for its weight-saving single-sided swingarm. More
‘firsts’ for a roadgoing Ducati included the direct application of MotoGP
technology, like the power producing GP6- derived elliptical throttle bodies
and the use of the information-rich instrumentation originally developed for
the World Championship-winning Desmosedici GP7.
The ‘R’ version of the 1098 is not only the flagship of the Superbike
family, but also the platform on which the very latest Ducati Corse
technologies are expressed in street bike form. The 1098 R takes all the
original 1098 features, reduces weight even further and adds an extra 20
horsepower, traction control, sand-cast crankcases, titanium valves and
con-rods, TTX rear suspension and much more to produce the most awesome
performance ever seen in this category.
The 1098 R comes with a race kit, which is intended for track use only,
boosting power output from 180 to approximately 186hp. The kit consists of a
102dB carbon fibre slip-on muffler kit by Termignoni and a dedicated ECU.
The ECU not only has reconfigured mapping to suit the racing mufflers, but
also initiates the system dialogue that controls the DTC (Ducati Traction
Control) system. The 1098 R is the first ever production bike to be fitted
with a true competition-level traction control.
The 1098 R engine represents the finest twin-cylinder
technology in the world. It produces 180hp (132.4kW) @ 9,750rpm and 99.1
lb-ft (13.7kgm) of brute torque @ 7,750rpm in standard mode and an
astonishing 186hp when using the supplied race kit, which is intended for
track use only.
The specification of this engine underlines its no-compromise race
technology. To help contain the massive ‘R’ power output, the crankcases and
cylinder heads have been sand-cast produced, a process that improves the
molecular quality of the casting, increasing strength while ensuring that
intricate shapes are achieved with absolute accuracy. Confirming the 1098
R’s race specification by minimising weight and increasing performance, the
crankshaft connecting rods are made in titanium saving 130g over the stock
1098 rods while reducing their reciprocating forces and improving crankshaft
acceleration. Cam belt covers moulded in carbon fibre and cam covers cast in
magnesium alloy complete the lightweight package. The result is a weight
saving of 5.6kg (12.34lbs) over the 999R engine and 2.2kg (4.8lbs) less than
the 1098.
The increased capacity of 1198.4cc is the product of a larger bore and
stroke of 106 x 67.9mm and is fed through four titanium valves per cylinder
and compressed to a ratio of 12.8:1. The valves, which are chrome nitride (CrN)
coated, have been increased in diameter by approximately 5% to 44.3mm for
the inlet and 36.2mm for the exhaust. They are actuated by rocker arms that
are super-finished for reduced friction and fatigue, and double overhead
camshafts with radical profiles that achieve approximately 16% more lift
than the standard 1098.
These incredible valve performances are only possible because of Ducati’s
unique Desmodromic system, where valve closure is activated mechanically. At
high rpm it would be almost impossible for the valve to follow the steep
closure profile of the cam lobe if it were relying upon a normal valve
spring, but with the Desmo system the valve is mechanically closed with the
same accuracy as it is opened, enabling steep cam profiles and radical cam
timings. This system is used on every single Ducati motorcycle including the
world-beating Desmosedici MotoGP bike.
The pistons utilise the same design developed for the Desmosedici in the
Ducati MotoGP program by using a distinctive double-ribbed undercrown to
achieve high strength with minimal piston wall surface area and, therefore,
less friction. In this way, the 106mm RR58 alloy components are able to
operate reliably at high rpm while delivering incredible performance.
The 1098 R elliptical throttle bodies have been increased 6.5% in size
compared to the 1098, a diameter now equal to 63.9mm. For the first time on
a road-going Ducati, twin injectors are used on each cylinder. The first
centrally mounted injector feeds through a 4-hole nozzle while the second
offset injector feeds through a 12-hole nozzle ensuring progressive and
fluid power delivery throughout the rev-range. With this configuration the
system has the capacity to provide much heavier fueling when used in
competition.
The gearbox shares the same ratios as the 1098 and 1098 S, except for 3rd,
4th and 6th gear, which has a higher ratio so as to be able fully exploit
the speed gained from the supplied race kit or additional performance
modifications. Also with performance in mind and because of its high
resistance to fatigue, the gears are machined from the same high-strength
steel used in Ducati Corse race applications with 3rd, 4th, 5th and 6th
gears being subjected to a shot-peening treatment that further ensures their
strength and reduced fatigue. The dry, multiplate ‘slipper’ clutch reduces
the destabilising effect of aggressive downshifting and helps provide the
fine control required when used under extreme track conditions.
The 2-1-2 exhaust system, which complies with Euro 3 emission standards, is
formed in 52mm- 57mm diameter tubing with a wall thickness of 0.8mm (.030in)
and terminates with Ducati’s trademark twin under-seat mufflers beautifully
formed in super lightweight titanium and stainless steel.
The 1098 R chassis and suspension components are the results
of detailed study and a performance first priority approach to development.
The goal was to achieve even more weight saving while building in strength
and rigidity to manage the incredible power of the new 180hp engine. The
result is an impressive 16kg (35lbs) overall vehicle weight reduction
compared to the 999R and an impressive 6kg (13lbs) over the already
lightweight 1098 S.
Trellis frame
Developed in cooperation with Ducati Corse, the 1098 R
Trellis frame features main section tubes in ALS 450 with a diameter of 34mm
and 1.5mm thickness to achieve a total weight of just 9kg (19.8lbs) and an
extremely high strength-to-weight ratio. Race-proven with hundreds of
victories, the Trellis design remains the chosen engineering solution by
Ducati Corse and a feature of every Ducati motorcycle.
Front subframe
As with all the models in the Superbike family, the front
subframe is produced in magnesium alloy to reduce the weight to just 0.61kg
(1.3lbs). While its construction ensures secure, rigid support for the
headlamp, instruments and fairing, the weight-saving around this high,
forward position contributes considerably to overall ‘feel’ and control of
the machine.
Rear subframe
Underlining its competition intention, the 1098 R is
designed as a true ‘monoposto’ with no provisions to carry a passenger. By
producing the rear subframe in aluminium alloy it has enabled a 50% weight
reduction (compared to biposto models) to 1.3kg (2.8lbs).
Single-sided swingarm
The 1098’s unique single-sided swingarm is made up of main
operational components in aluminium castings so as to ensure strength around
the pivot points, wheel hub and suspension links, with fabricated aluminium
sections used to fuse the construction into a single, beautifully engineered
component. For the ‘R’ model, the swingarm is finished in black to denote
its racing status as well as to contrast sharply against the ‘racing gold’
wheels.
Rear Suspension
Working together with the single-sided swingarm and an
efficient linkage is a fully adjustable Öhlins TTX single shock. Used for
the first time on a Ducati production bike, this exclusive shock gives top
performance while enabling considerable weight-saving over similar
components produced with traditional technology.
The TTX uses twin tube technology and offers totally separate damping
adjustment in compression and rebound. It uses experience gained in MotoGP
to minimise friction and reduce the risk of cavitation under extreme
conditions. A vitally important feature of the rear suspension system is the
ability to adjust rear ride height independent of spring pre-load and other
suspension settings, critical when seeking the perfect set-up for personal
riding style or track conditions.
Front Suspension
The front the of new 1098 R boasts fully adjustable 43mm
Öhlins with low friction Titanium Nitride sliders feature radial Monobloc
caliper mountings. The unique look of these mountings further endorses the
no-compromise racing specification of the 1098 R. The Öhlins set-up offers
superior road holding, delivers precise feedback, and enables every rider to
be more confident and in control. The Öhlins package is completed with a
control-enhancing, fully adjustable steering damper
The 1098 R is also equipped with Brembo’s Monobloc caliper
racing technology. The M4 calipers use four 34mm pistons and two large
surface pads for maximum stopping power. The calipers are machined from a
single piece of alloy compared to the bolt-together construction of
conventional ones. The Monobloc design has much higher rigidity and
resistance to distortion during extreme braking and gives a much more
precise feel at the brake lever. The massive 330mm discs and Monobloc
caliper technology combined with the legendary stability of Ducati’s Trellis
frame and the 1098 R’s lightweight 165kg (364lbs) now makes world
championship level brake performance available for the road.
Super lightweight wheels
One of the most effective ways to improve the handling and
performance of a motorcycle is to reduce its unsprung weight by using
superior lightweight wheels. The 1098 R uses lightweight Marchesini Y-shaped
spoke wheels created from forged then machined alloy and finished in ‘racing
gold’. Both front and rear wheels achieve a lower moment of inertia and
unsprung weight to enhance the 1098 R’s change of direction and braking
performance.
Fairing and finish
Wind-tunnel development has enabled excellent aerodynamic
penetration, allowing the rider to take a perfect racing stance,
effortlessly. Great care has been taken in the design of the air supply
ducts so to ensure efficient air-flow through radiator and oil coolers as
well as provide ample air delivery to the airbox feeding the powerful
Testastretta EVOluzione engine. The fairing belly-pan, tank lower side
panels, seat assembly and front fender in carbon fibre are contributing
factors to the overall performance of the machine.
In true ‘R’ style, the red bodywork sports white background number plates on
the tail section and nose fairing. The front and rear Marchesini wheels are
finished in ‘racing gold’, exactly the same as the F08 official factory race
bikes and the fairing belly-pan, front fender and side panels are left in a
contrasting natural carbon fibre finish.
Finally, the small red, white and green tricolore graphic, neatly shaped
between the twin headlamps in the nose fairing, proudly underlines the
Italian design, style and precision race engineering of this motorcycle.
Instrumentation
Desmosedici-style digital instrumentation is taken from
Ducati’s MotoGP World Championship winning GP7 project. This pure racing,
minimalist solution has no switches or buttons to compromise its clean
lines. Instead, information additional to the default read-out is managed by
handlebar-mounted switch gear, allowing the rider to scroll through and
select from various menus. The default read-out presents rpm and speed, with
the former displayed across the screen in a progressive bar graph.
Optionally, the rpm and speed can be displayed in numeric values. The
instrument display also doubles as a control panel for the activation of the
data acquisition system as well as listing lap times recorded by using the
high-beam flash button as a stopwatch. For the 1098 R, fitting of the race
kit initiates dialogue between the race kit ECU and the display to activate
the DTC (Ducati Traction Control).
Traction control
For the first time ever on a production motorcycle, a true
competition-level traction control system comes integrated into the 1098 R
electronics as standard equipment. Activated by fitting the race kit ECU,
which is designed to be used with the race mufflers and so intended for
track use only, the Ducati Traction Control (DTC) system is accessible via
the digital instrument display and offers eight levels of control.
The DTC is the same system developed and used by Ducati Corse for their
world championship winning MotoGP and World Superbike projects and offers a
choice of eight profiles developed by professional racers. Each profile has
been programmed with a wheel-spin tolerance matched to progressive riding
levels of skill and confidence from one to eight. Underlining the fact that
this is a professional system intended strictly for track use only by
competent riders, profile eight has been developed by the official Ducati
MotoGP test rider, Vittoriano Guareschi.
Choose the profile that best suits the track conditions and riding style
and, upon activation, front and rear wheel sensors compare speed
differential to sense when rear traction is being broken (wheel-spin). Using
exactly the same software logic developed and used by Ducati Corse, instant
electronic adjustment to the ignition advance or a pattern of ‘spark cuts’
initiates immediate control over power output so as to restore traction at
the rear wheel before re-establishing normal power delivery. In this way,
DTC provides an incredible advantage during mid-corner acceleration.
Once again Ducati raises the bar for the sport bike category by transferring
its MotoGP race technology into production.
Data acquisition
Supplied with the 1098 R, the Ducati Data Analyser (DDA),
which includes PC software, a USBready data retrieval card and instructions,
enables owners to review and analyse the performance of the bike and its
rider, and make comparisons between various channels of information.
Normally used on race bikes only, the system records numerous channels of
data including throttle opening, vehicle speed, engine rpm, engine
temperature, distance travelled, laps and lap times. The system also
automatically calculates engine rpm and vehicle speed data so as to also
display gear selection as an additional channel of information. At the end
of a ride or track session, up to 2mb (approximately 3.5 hours) of data can
be downloaded to a PC ready to compare, analyse and get an inside view of
the performance of both the rider and the 1098 R.
Data can be analysed in graphic form with options to zoom into detail of
specific sections. Dragging a trace along a timeline to reveal individual
values of the above listed channels enables the user to analyse performance
in the same way that data technicians are able in factory teams.
After much anticipation, the 2008 Ducati 1098R
has finally arrived and after a day of pounding out laps on the machine that is
supposed to swing the World Superbike balance of power back to the Italians, we
came away impressed.
When the 1098 debuted back in 2006, Ducati was optimistic about the bike's
potential. Much to the dismay of superbike fans it didn't make an appearance in
the premier racing series' that year, though it ultimately turned out to be a
huge sales success, with dealerships cleaned-out from coast to coast. Soon, the
buzz of the impending arrival of a 1098R was the hot topic. While the rumor mill
was churning, the company flexed its muscle and initiated a rule change in World
Superbike which would allow 1200cc Twins to compete alongside the 1000cc In-Line
Fours in an effort to reduce the cost of participation. By employing the old
adage, "there's no replacement for displacement" to its benefit, Ducati would
now be able to use this 'advantage' en lieu of costly performance tuning to keep
Twins competitive. The door had been opened to allow Ducati to supersize the
1098 and turn it into the machine it hopes will return them to a position of
dominance.
Although the 1098R looks similar to the standard bike, this is a pure
homologation special with nearly everything it takes to compete at the highest
level of racing right out of the box. Leading the long list of high-tech racing
components is a bigger, badder 1198cc version of the EVOluzione Testastretta
motor which is managed by a fully-functional traction-control system and wrapped
in some seriously good looking bodywork. The lower belly pan, side panels, seat
assembly and front fender are made of carbon fiber with all but the fender left
unpainted so as to contrast with its racing red paint. It's easy to see that the
bike looks the part of a no-holds barred racer but the question is whether or
not it has the juice to back it up.
A handful of the world's moto-press had the opportunity to sample the 1098R at
Jerez in January, but the rest of us had to wait a month for our chance to ride
Italy's finest at the 16-turn Barber Motorsports road course in Birmingham,
Alabama. Our troupe of journalists was joined by 1993 World Superbike Champion
Scott Russell, who was there to show us the fast way around the 2.38-mile track,
along with a massive supporting cast from Ducati North America and Pirelli. Once
the tire warmers had the super-sticky Diablo Supercorsa SC2 buns up to temp, we
got our first taste of the 1098R.
Climb aboard this Ducati and it feels exactly like, well, a 1098. It's thin
through the middle and sharp edged with an aggressive riding position that is
ideal for riding fast on a track. Thumb the starter and it comes to life with a
symphony of sounds, starting with its dry clutch rattling and that wonderful
Ducati Twin pulsing out of the dual Termignoni underseat exhaust. Click the
6-speed tranny into first then drag the clutch to compensate for its tall first
gear and soon the party is underway. Both clutch and shifting action are smooth
and precise. Crack the throttle open on the high performance L-Twin and it
accelerates as hard or harder, than any of the open class superbikes we've
tested. It comes on with authority, making power rapidly while its ever-present
exhaust note rewards the rider with a wonderful mechanical melody. It's easily
one of the most exciting motorcycles I've ever ridden.
Ducati literally rewrote the rules to get its 1098R into the World Superbike
ranks and we tested the 1198cc Twin at Alabama's Barber Motorsports Park.Carving
up corners on a bike like this is a real treat. It does retain the basic
handling characteristics of its 1098 sibling, requiring a bit of effort to get
it to turn-in initially, as compared to the Big Four's bikes which tend to be
more flickable right off the lot. The forged, 'racing gold' colored Marchesini
wheels quicken the steering versus the standard 1098 and are one of the few
pieces of hardware that distinguish it from the base model or S other than the
trademark white front and side number plates. Once you get the 1098R tipped-in
and roll it through any apex, the fun really begins. Whether squaring off sharp
turns or carving through sweepers, the 1098R is as stable as they come. Whatever
the secret recipe Ducati applies to its sportbikes handling characteristics,
it's nice to know they continue to return to the well for this bike. As I make
the transition from the edge of traction at full lean and dial on some throttle
a moment before getting onto the meat of the tire, the much-lauded traction
control system comes into play.
The Ducati Traction Control (DTC) is no cheap substitute. It is the very same
system utilized on both Casey Stoner's title-winning Desmosedici and the Ducati
Corse World Superbikes. It features eight entirely different 'profiles,' which
may be adjusted from the on-board computer on the LCD dash. All the available
data offered by the Ducati Data Analyzer (DDA) and the selection of settings is
managed through a handlebar-mounted toggles switch on the left bar. Ducati techs
had the DTC set to profile four during the first half of the day. The ignition
cut-out on this setting is not overly abrupt, allowing the rider to feel the
system actually work without dramatic intervention on every input. We turned it
down to profile two after lunch and the difference was quite noticeable. The
bike would step out further during acceleration before it would kick in on level
two versus level four, revealing just how hairy things could get on this beast
if the DTC was not in place. Each setting is designed to provide a progressively
more intricate profile as the rider learns to take advantage of the system over
time. Think of it as levels in a video game. As you learn to get the most out of
one level, you move to the next and if all goes as planned the rider will learn
how to use the DTC to his/her advantage. Interestingly, the level eight profile
was developed by test rider Vittoriano Guareschi specifically for professional
riders aiming to get the most out of the DTC experience. For us mortals, the
middle-of-the-road setting proved to be a useful selection that shows what the
DTC is capable of without overwhelming virgin 1098R riders like us.
When the traction control interferes it feels like you are hitting the
rev-limiter. It isn't as intrusive as one might expect on lower settings, but it
did take a bit of getting used to as I've never ridden a bike with this type of
sophisticated electronics. Most of the time it came into play while driving out
of tighter turns because the speeds were low and the bike was on a small contact
patch, or while dialing in a bit too much throttle while on the deck through
Barber's ultra-fast bends. Those conditions could be a recipe for a high-side
but the DTC takes that out of the equation and leaves the rider to concentrate
on getting a good drive, proper braking and choosing a good line - all key to
turning a decent lap. And all of this takes place within a nanosecond inside the
DTC. It uses wheel sensors to track wheel-spin before using the same software
algorithm used by Ducati Corse to instantaneously alter ignition timing to
restore traction.
Tipped over into the corners, the Ducati 1098R is a stable ride which utilizes
the MotoGP-derived DTC (Ducati Traction Control) when powering out of the
turn.Another bit of previously unattainable racing technology is the Ohlins
TTX36 shock. This component can easily go unnoticed, but in the case of the
Ducati 1098R it's a big deal considering how much effort was spent explaining
the shock's goodness to us. The TT designation refers to the Twin Tubes
piggy-backed to the shock body. Each of these tubes houses the pistons and shim
stacks that control rebound and compression damping. Any suspension tuner will
confirm that tuning standard suspension is a matter of compromise because any
change in one area affects the other when searching for the perfect set-up. The
TTX36 is Ohlins' answer to this age old problem as it works to keep rebound and
compression separated from one another. I'm not too finicky about bike set-up
and the baseline settings provided to us worked great. Up front the 43mm Ohlins
fork, with titanium nitride-coated sliders, is equally adept at keeping the
1098R rider protected from track imperfections.
As great as the Ohlins suspension package is and as high-tech as the DDA and DTC
are, they won't get much attention if the hot-rodded EVOluzione engine isn't up
to par. Fortunately, it is. When Ducati lobbied for changes to the World
Superbike rules which would allow for increased displacement in two-cylinder
machines, it created quite the uproar. So much so that long-time Suzuki sponsor
Corona threatened to pull out of the series if the FIM conformed to their
demands. Despite the resistance, Ducati got their wish and capacity for Twins
has been increased from 1000cc to 1200cc and voila, the 1098R has a place to
compete. People will argue the case that the increased displacement of the Twin
is an unfair advantage, but there are restrictions in place to keep the playing
field level. The rules are set-up so that Twins will be subjected to a 13 lb
(6kg) weight penalty and the use of air restrictor plates which can increase or
decrease the level of performance based on the results during the 2008 World
Superbike season. If it's too dominant right out of the gate then the smaller
restrictor plates will be used to level the playing field. Conversely, if they
get spanked, then larger restrictor plates will open things up in an effort to
close the gap on the In-Lines. Pay close attention in the upcoming months as to
how this will all play out - it's sure to be intriguing.
As it is, the 1098R powerplant is a massaged version of the standard 1098 motor
with titanium conrods, titanium valves, lighter crankshaft and a high-tech
traction control system. Its oversquare 106mm x 67.9mm configuration is the
result of a 2mm decreased bore and 3.2mm increased stroke compared to the
standard 1098. Decreasing weight was a key element of the 1098R design and the
effort to shave lbs paid off with a 4.9-lb (2.2kg) reduction versus the 1098
motor and 12.4 lbs (5.6kg) less than the previous generation 999R engine. All
these lightened components add up to one fast-revving, hard-charging motor that
is going to give the Fours a run for their money. Connecting corners on this
Twin takes the Ducati riding experience to the next level. It comes on hard but
thanks to the DTC it's actually quite easy to ride like a champion. Huge power
wheelies through the first three gears and enough torque to pin your eyeballs
back in your head are not always trademarks of Twin power, but it is with this
bike.
With eight different settings, the DTC system uses sensors to detect wheel-spin
and alters ignition timing to restore traction for improved drives out of the
corner.After logging a grand total of two hours seat time during six 20-minute
sessions on board the 1098R, one thing that really stands out is the usable
power it makes through its 10,500 rpm redline. While the DTC makes the nearly
200 horsepower easy to access, the EVOluzione mill is still a rip-roaring ride
like no Twin we've ever ridden before. To take advantage of the increased power
output, third-, fourth- and sixth-gear ratios are higher than those on the
standard or the S models, while a multi-plate dry slipper clutch helps keep
ham-fisted downshifts in check. The test bikes we had at our disposal at Barber
were also equipped with the Factory Race Kit that comes with all 2008 Ducati
1098Rs. The US-spec kit includes a full stainless steel/titanium Termignoni
exhaust system with carbon fiber canisters (which has an MSRP of $3000 if
purchased from your local Ducati dealer), air filter and reconfigured ECU that
once installed, "initiates the dialogue that controls the traction control
system." Ducati claims the fully kitted 1098R machines we tested produce 189
horsepower and 101 lb-ft of torque.
As rapidly as this bike approaches corners it's good that it is equipped with
some of the best braking components in the business. Four-piston Brembo Monobloc
calipers and massive 330mm disc brakes are an incredibly powerful combination on
the track. We can go on and on about the level of feel, power and the sheer
enjoyment of using them but let's be honest, unless your name is Bayliss or
Russell you'll never tap into the potential these binders have. They'll still
haul this bike down from 150 mph and allow for some serous trail braking antics
for even a rider that don't possess world class riding skills. Lap after lap and
turn after turn the confidence that the R inspires is what makes it such a blast
to ride fast despite the exclusive MSRP.
Since the odds of getting a ride on one of these machines is slim we must take
pleasure in the style the 1098R brings to the table. Its Ducati racing pedigree
is evident in every aspect of this bike from the trellis frame, single-sided
swingarm, sophisticated electronics package and wind-tunnel derived bodywork
slathered in luscious red paint - all of which point to the undeniable fact that
this is a pure race bike. The $39,995 price tag and a limit of 300 units on U.S.
shores ensures that only the most serious riders will get to experience it, but
there's no harm in dreaming about it. Whether the 1098R is worth 40-large is
entirely up to you. But if you're looking to own the most unbelievable Ducati
this side of a Desmosedici, then this is it.
"Ducati is a brand with racing in its DNA," says Ducati CEO Gabriele Del
Torchico. Doesn't everyone already know that? Just look at the 1098R for proof
of how influential this philosophy is to everyone at Ducati.
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