Producing 170hp (125kW) and with a dry weight of just 169kg (372.6lb), the
new 1198 S now incorporates more World Superbike technology than ever before by
taking the 1198 motor and adding top-of-the-range suspension, lightweight
chassis components and a true racing-style traction control system designed for
road use.
The high performance, fully adjustable 43mm Öhlins forks, which sport low
friction titanium nitride-treated fork sliders, respond effortlessly to every
imperfection in the tarmac. Beyond their advanced engineering solutions, one of
the most important characteristics of Öhlins forks is their ability to
communicate the condition and quality of the tyre-to-road contact patch, a
feature that puts every rider in superior control. The suspension set-up at the
rear is complemented with a fully adjustable Öhlins rear shock equipped with a
ride enhancing top-out spring and mounted to a single-sided swingarm for
outstanding drive and traction. The front-to-rear Öhlins package is completed
with a control-enhancing adjustable steering damper.
The 'S' sets the standard for lightweight performance. On any sport or race
bike, the most effective area to reduce weight is its 'unsprung weight'. These
are components like tyres, brakes and wheels. Lighter wheels have a lower
'moment of inertia' that is beneficial with every direction change and
application of the brakes. The 1198 S addresses this important area by mounting
new 7-spoke GP replica Marchesini forged and machined wheels. Both front and
rear are super lightweight and their benefit is immediately apparent. The weight saving is further enhanced with
the application of a carbon fibre front fender.
The 1198 S is supplied with the Ducati Data Analysis (DDA) and Ducati
Traction Control (DTC) systems as standard equipment. The DDA package enables
the retrieval and analysis of data collected from your previous track session or
road trip. DTC monitors front and rear wheel speeds to detect rear wheel-spin
under acceleration and electronically reduces engine power to restore traction.
Bike Review
The final round saw Troy Bayliss of Xerox Ducati
take wins in Races 1 and 2. In doing so, he seized his third world championship
and ended his racing career on a high note, as he’s now officially retired from
motorcycle racing. It’s good to see him go out a champ, but it’s also a great
loss to the motorbike racing world that such a super-nice guy won’t be wowing
the crowds with his exceptional racing skill, and his beaming smile.
Only a couple weeks following Troy’s glorious victory, the Autodromo played host
to another significant event: the world press launch of Ducati’s new 1198. Just
days ago we brought you an in-depth look at the bike, detailing many of its
technical aspects.
A brand new world-class sportbike on a brand new world-class race track. What
could be better than that?
This latest Super Duc falls dead in the middle between the outgoing 1098, and
the championship-winning 1098R. Not only does the 1198 draw on the strong
foundation laid by the 1098, it borrows heavily from much of the 1098R’s
advanced engineering, as well as using a good deal of that bike’s components.
Following in big brother’s footsteps
The most significant and slickest goodie gracing the 1198 is Ducati Traction
Control (DTC). Note though that DTC is available as standard on the more trick
1198S only. The S model was the bike the press was so gratuitously loaned from
Ducati to navigate around the new Portuguese race circuit with its 16 turns,
nine right, seven left; many of them blind as they crest or dip through the
track’s numerous elevation changes. The track, if you’re wondering, is, well,
awesome. And so is the 1198!
The 1198S handles as well as we'd come to expect from Ducati.
The elevation changes and blind corners of the new Algarve Motor Park track
reminded Pete of Barber Motorsports Park.
The bike retains the 1098’s geometry, brakes and chassis. It should go without
saying, but handling and braking are what we’ve come to expect from Ducati’s
recent crop of superbikes: sublime.
As chance would have it, long-time MO contributor, Yossef Schvetz was on hand.
It was my pleasure to finally meet face-to-face with our buddy, Yossef. Chatting
with him revealed that we seemed to be experiencing the same excitement over the
excellent feel and linear power of the Brembo radials. Allegedly unchanged,
Yossef and I couldn’t help but note the lack of abrupt initial bite experienced
on the brakes as fitted on the 1098.
Racing down the Algarve Motor Park’s (alternate name
for the track) longfront straight that includes a short but blind downhill just
meters before Turn 1, most of us were braking early in the first sessions for
lack of a sightline. What struck me was how precise the Brembos felt, and how
linear their power was. The Brembo’s abilities are unparalleled.
My first session of the day was a nerve-wracking experience. I hadn’t
experienced so many elevation changes, decreasing radius turns and blind corners
since my first trip to Barber Motorsports Park. Think of the Autodromo as
Barber, only longer and more challenging. Perhaps if you’ve been fortunate
enough to have ridden Barber, this will help fuel your dream of one day riding
Algarve Motor Park.
“Blah, blah,” you say. “We already knew the Duc would handle like a cat on
Velcro, and its power would be as notorious as it is linear and manageable. So
tell us, what’s the DTC like on this street-ready superbike compared to the
1098R?” In a word: refined.
Baylisstic!
Fresh off his dual WSBK wins and 2008 WSBK title, it was only natural that Troy
Bayliss be in town to help entertain, and school the world moto press on how to
properly get around the Portimão circuit.
First and foremost let me say that Bayliss is as nice a guy as he is fast.
Despite massive images of Troy plastering the garage and hotel walls, he
couldn’t be a more humble bloke. I was impressed by how engaging he was. On no
less than four occasions he took the time to introduce himself, check-in with us
for our experience with the track, and/or say goodbye to as many individuals as
possible.
Despite his out-of-this-world talent, Troy Bayliss remains very much
down-to-earth in person.
With so many racers exhibiting race-face focus to the exclusion of simple
interpersonal communication protocol, Mr. Bayliss strikes you as being the kind
of person who’d be just as happy farming as he would being World Superbike
Champion.
Briefly, let me also say that if you don’t want to take my word for how good the
1198 is, consider that Troy bested the World Superstock time, set only weeks
ago, by 2 seconds … on a stock 1198S!
In the morning, the tech briefing was concluded with an homage from Ducati to
Troy on his championship. Called, “Gloria, Victoria,” this emotional slow-mo
recap had me near to tears. As I jested how the video tugged on the ol’ heart
strings, I discovered it wasn’t just I who was the sap, but a number of my
colleagues were moved as well. You just couldn’t help but be drawn in.
By the way, you haven’t been passed on a race track until you’ve been passed by
a WSBK champ. As humbling as it can be, I found myself saying, “Do it again,
Troy, do it again!”
I suspect motorcycle racing will be a poorer place without Troy in the paddock.
According to Andrea Forni, Ducati technical director, DTC has been adapted to
this street bike so that it will work without frying the exhaust. DTC on the
1098R functioned primarily by cutting spark, thereby requiring use of race
exhausts in order to not damage catalytic converters found in OEM exhausts. DTC
on the 1198 works first by retarding ignition depending on various parameters
considered by the ECU, then further retards ignition advance as the bike’s brain
sees fit.
Finally, if you fancy yourself a two-wheeled superhero and over-power the grippy
Diablo Supercorsa SP tires (our bikes fitted with last year’s homologated rear
and a new-for-2009 front), DTC will clip fueling as well as retard ignition.
However, note again that DTC on the 1198 does not cut spark as on the 1098R.
Choose your Level
We all started the day on Level 4. For most riders this proved a satisfactory
setting. However, I couldn’t help but take note of how at times I felt the
rear-end move, yet none of the four red lights on the new LCD instrument panel
(lighting up in degrees of intrusion, one for limited DTC activation, up to all
three plus a bigger red light to indicate cut fueling) came on. Conversely,
there were times I was certain all was well and yet the DTC lit-up like a
Christmas tree. Just another example, according to Forni, of how DTC is improved
and refined for street use. When you think you’re spinning you may not be, and
when you’re over-confident, DTC reels you in, doing so in a humble and smooth
manner. Eliminating guess work is DDA (Ducati Data Analyzer). Using a simple
index, DDA will tell you exactly how much and where in the rev range DTC kicked
in.
While the 1198's DTC does not cut spark, that didn't stop Troy Bayliss from
cutting some sparks of his own.
Session three I put DTC to Level 6, two shy of full intrusion. Though I couldn’t
perceive much activation, the system stepped in just when I thought I was the
shiznit. Session four, my last of the day, I lowered DTC to Level 2.
Half expecting some serious drama, I was surprised at just how non-invasive this
low-level was, as it allowed some manageable drifts. DTC on the 2009 1198S
differs from DTC on the 1098R in that it’s “less intrusive in Levels 1-4 while
the remaining levels operate to the same degree as they do on the 1098R,” Forni
explained to Motorcycle.com.
Why the experience of limited activation by DTC in our 4-session track day? The
best educated guess by some salty track vets was that with such sticky tires,
DTC simply didn’t come into the picture despite a claimed 170 hp and 97.5
ft-lbs.
Christmas can wait!
If you clear space in your garage in anticipation of the 1198S’ early February
U.S. arrival, be smart and know that DTC stands for Ducati Traction Control, not
Ducati Highside Control. It works well, but it won’t save you from poor riding
habits. Think you can live without DTC? Put your money where your mouth is and
bet on the equally-powerful 1198 arriving sometime very soon after the S.
The potent yet entirely manageable torque and horsepower delivery, stunning
brakes and telepathic-like handling, all wrapped up in a passionate 1,198cc red
package require me to say one thing. Bravo!
NOTE: Some of the photos on
Motorcycle Specs are owned by somebody. If you see any of your
photos, you can let me know so that I can acknowledge it, or if
you object to it, I can remove it altogether. If any copyright
holder objects to their articles being placed on Motorcycle
Specs, it will be removed upon request. Any correction or more
info on these bikes will kindly beappreciated
Contact MePrivacy
Policy
Website Stats
