Ducati 1098 R

Ducati 1098R . .

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 racekit, which is intended for track use only, boosting power output from 180 toapproximately 186hp. The kit consists of a 102dB carbon fibre slip-on mufflerkit by Termignoni and a dedicated ECU. The ECU not only has reconfigured mappingto suit the racing mufflers, but also initiates the system dialogue thatcontrols the DTC (Ducati Traction Control) system. The 1098 R is the first everproduction 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 of1198.4cc is the product of a larger bore and stroke of 106 x 67.9mm and is fedthrough 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 indiameter 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 frictionand fatigue, and double overhead camshafts with radical profiles that achieveapproximately 16% more lift than the standard 1098.These incredible valve performances are only possible because of Ducati’sunique Desmodromic system, where valve closure is activated mechanically. Athigh rpm it would be almost impossible for the valve to follow the steep closureprofile of the cam lobe if it were relying upon a normal valve spring, but withthe Desmo system the valve is mechanically closed with the same accuracy as itis opened, enabling steep cam profiles and radical cam timings. This system isused on every single Ducati motorcycle including the world-beating DesmosediciMotoGP bike.The pistons utilise the same design developed for the Desmosedici in theDucati MotoGP program by using a distinctive double-ribbed undercrown to achievehigh strength with minimal piston wall surface area and, therefore, lessfriction. In this way, the 106mm RR58 alloy components are able to operatereliably at high rpm while delivering incredible performance.The 1098 R elliptical throttle bodies have been increased 6.5% in sizecompared to the 1098, a diameter now equal to 63.9mm. For the first time on aroad-going Ducati, twin injectors are used on each cylinder. The first centrallymounted injector feeds through a 4-hole nozzle while the second offset injectorfeeds through a 12-hole nozzle ensuring progressive and fluid power deliverythroughout the rev-range. With this configuration the system has the capacity toprovide 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 thespeed gained from the supplied race kit or additional performance modifications.Also with performance in mind and because of its high resistance to fatigue, thegears are machined from the same high-strength steel used in Ducati Corse raceapplications with 3rd, 4th, 5th and 6th gears being subjected to a shot-peeningtreatment that further ensures their strength and reduced fatigue. The dry,multiplate ‘slipper’ clutch reduces the destabilising effect of aggressivedownshifting and helps provide the fine control required when used under extremetrack conditions.

The 2-1-2 exhaust system, whichcomplies with Euro 3 emission standards, is formed in 52mm- 57mm diameter tubingwith a wall thickness of 0.8mm (.030in) and terminates with Ducati’s trademarktwin under-seat mufflers beautifully formed in super lightweight titanium andstainless 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.

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.

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).

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.

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.

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.

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.

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).

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.

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.

ReviewMotorcycle-USA

After much anticipation, the 2008 Ducati 1098R has finallyarrived and after a day of pounding out laps on the machine that is supposed toswing the World Superbike balance of power back to the Italians, we came awayimpressed.When the 1098 debuted back in 2006, Ducati was optimistic about the bike'spotential. Much to the dismay of superbike fans it didn't make an appearance inthe premier racing series' that year, though it ultimately turned out to be ahuge sales success, with dealerships cleaned-out from coast to coast. Soon, thebuzz of the impending arrival of a 1098R was the hot topic. While the rumor millwas churning, the company flexed its muscle and initiated a rule change in WorldSuperbike which would allow 1200cc Twins to compete alongside the 1000cc In-LineFours in an effort to reduce the cost of participation. By employing the oldadage, "there's no replacement for displacement" to its benefit, Ducati wouldnow be able to use this 'advantage' en lieu of costly performance tuning to keepTwins competitive. The door had been opened to allow Ducati to supersize the1098 and turn it into the machine it hopes will return them to a position ofdominance.Although the 1098R looks similar to the standard bike, this is a purehomologation special with nearly everything it takes to compete at the highestlevel of racing right out of the box. Leading the long list of high-tech racingcomponents is a bigger, badder 1198cc version of the EVOluzione Testastrettamotor which is managed by a fully-functional traction-control system and wrappedin some seriously good looking bodywork. The lower belly pan, side panels, seatassembly and front fender are made of carbon fiber with all but the fender leftunpainted so as to contrast with its racing red paint. It's easy to see that thebike looks the part of a no-holds barred racer but the question is whether ornot it has the juice to back it up.

A handful of the world's moto-press had the opportunity tosample the 1098R at Jerez in January, but the rest of us had to wait a month forour chance to ride Italy's finest at the 16-turn Barber Motorsports road coursein Birmingham, Alabama. Our troupe of journalists was joined by 1993 WorldSuperbike Champion Scott Russell, who was there to show us the fast way aroundthe 2.38-mile track, along with a massive supporting cast from Ducati NorthAmerica and Pirelli. Once the tire warmers had the super-sticky DiabloSupercorsa 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 thinthrough the middle and sharp edged with an aggressive riding position that isideal for riding fast on a track. Thumb the starter and it comes to life with asymphony of sounds, starting with its dry clutch rattling and that wonderfulDucati Twin pulsing out of the dual Termignoni underseat exhaust. Click the6-speed tranny into first then drag the clutch to compensate for its tall firstgear and soon the party is underway. Both clutch and shifting action are smoothand precise. Crack the throttle open on the high performance L-Twin and itaccelerates as hard or harder, than any of the open class superbikes we'vetested. It comes on with authority, making power rapidly while its ever-presentexhaust note rewards the rider with a wonderful mechanical melody. It's easilyone of the most exciting motorcycles I've ever ridden.Ducati literally rewrote the rules to get its 1098R into the World Superbikeranks and we tested the 1198cc Twin at Alabama's Barber Motorsports Park.Carvingup corners on a bike like this is a real treat. It does retain the basichandling characteristics of its 1098 sibling, requiring a bit of effort to getit to turn-in initially, as compared to the Big Four's bikes which tend to bemore flickable right off the lot. The forged, 'racing gold' colored Marchesiniwheels quicken the steering versus the standard 1098 and are one of the fewpieces of hardware that distinguish it from the base model or S other than thetrademark white front and side number plates. Once you get the 1098R tipped-inand roll it through any apex, the fun really begins. Whether squaring off sharpturns or carving through sweepers, the 1098R is as stable as they come. Whateverthe 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 makethe transition from the edge of traction at full lean and dial on some throttlea moment before getting onto the meat of the tire, the much-lauded tractioncontrol system comes into play.The Ducati Traction Control (DTC) is no cheap substitute. It is the very samesystem utilized on both Casey Stoner's title-winning Desmosedici and the DucatiCorse World Superbikes. It features eight entirely different 'profiles,' whichmay be adjusted from the on-board computer on the LCD dash. All the availabledata offered by the Ducati Data Analyzer (DDA) and the selection of settings ismanaged through a handlebar-mounted toggles switch on the left bar. Ducati techshad the DTC set to profile four during the first half of the day. The ignitioncut-out on this setting is not overly abrupt, allowing the rider to feel thesystem actually work without dramatic intervention on every input. We turned itdown to profile two after lunch and the difference was quite noticeable. Thebike would step out further during acceleration before it would kick in on leveltwo versus level four, revealing just how hairy things could get on this beastif the DTC was not in place. Each setting is designed to provide a progressivelymore intricate profile as the rider learns to take advantage of the system overtime. Think of it as levels in a video game. As you learn to get the most out ofone level, you move to the next and if all goes as planned the rider will learnhow to use the DTC to his/her advantage. Interestingly, the level eight profilewas developed by test rider Vittoriano Guareschi specifically for professionalriders aiming to get the most out of the DTC experience. For us mortals, themiddle-of-the-road setting proved to be a useful selection that shows what theDTC is capable of without overwhelming virgin 1098R riders like us.

When the traction control interferes it feelslike you are hitting the rev-limiter. It isn't as intrusive as one might expecton lower settings, but it did take a bit of getting used to as I've never riddena bike with this type of sophisticated electronics. Most of the time it cameinto play while driving out of tighter turns because the speeds were low and thebike was on a small contact patch, or while dialing in a bit too much throttlewhile on the deck through Barber's ultra-fast bends. Those conditions could be arecipe for a high-side but the DTC takes that out of the equation and leaves therider to concentrate on getting a good drive, proper braking and choosing a goodline - all key to turning a decent lap. And all of this takes place within ananosecond inside the DTC. It uses wheel sensors to track wheel-spin beforeusing the same software algorithm used by Ducati Corse to instantaneously alterignition timing to restore traction.Tipped over into the corners, the Ducati 1098R is a stable ride which utilizesthe MotoGP-derived DTC (Ducati Traction Control) when powering out of theturn.Another bit of previously unattainable racing technology is the OhlinsTTX36 shock. This component can easily go unnoticed, but in the case of theDucati 1098R it's a big deal considering how much effort was spent explainingthe shock's goodness to us. The TT designation refers to the Twin Tubespiggy-backed to the shock body. Each of these tubes houses the pistons and shimstacks that control rebound and compression damping. Any suspension tuner willconfirm that tuning standard suspension is a matter of compromise because anychange in one area affects the other when searching for the perfect set-up. TheTTX36 is Ohlins' answer to this age old problem as it works to keep rebound andcompression separated from one another. I'm not too finicky about bike set-upand the baseline settings provided to us worked great. Up front the 43mm Ohlinsfork, with titanium nitride-coated sliders, is equally adept at keeping the1098R rider protected from track imperfections.As great as the Ohlins suspension package is and as high-tech as the DDA and DTCare, they won't get much attention if the hot-rodded EVOluzione engine isn't upto par. Fortunately, it is. When Ducati lobbied for changes to the WorldSuperbike rules which would allow for increased displacement in two-cylindermachines, it created quite the uproar. So much so that long-time Suzuki sponsorCorona threatened to pull out of the series if the FIM conformed to theirdemands. Despite the resistance, Ducati got their wish and capacity for Twinshas been increased from 1000cc to 1200cc and voila, the 1098R has a place tocompete. People will argue the case that the increased displacement of the Twinis an unfair advantage, but there are restrictions in place to keep the playingfield 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 ordecrease the level of performance based on the results during the 2008 WorldSuperbike season. If it's too dominant right out of the gate then the smallerrestrictor plates will be used to level the playing field. Conversely, if theyget spanked, then larger restrictor plates will open things up in an effort toclose the gap on the In-Lines. Pay close attention in the upcoming months as tohow this will all play out - it's sure to be intriguing.

As it is, the 1098R powerplant is a massagedversion of the standard 1098 motor with titanium conrods, titanium valves,lighter crankshaft and a high-tech traction control system. Its oversquare 106mmx 67.9mm configuration is the result of a 2mm decreased bore and 3.2mm increasedstroke compared to the standard 1098. Decreasing weight was a key element of the1098R 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 previousgeneration 999R engine. All these lightened components add up to onefast-revving, hard-charging motor that is going to give the Fours a run fortheir money. Connecting corners on this Twin takes the Ducati riding experienceto the next level. It comes on hard but thanks to the DTC it's actually quiteeasy to ride like a champion. Huge power wheelies through the first three gearsand enough torque to pin your eyeballs back in your head are not alwaystrademarks of Twin power, but it is with this bike.With eight different settings, the DTC system uses sensors to detect wheel-spinand alters ignition timing to restore traction for improved drives out of thecorner.After logging a grand total of two hours seat time during six 20-minutesessions on board the 1098R, one thing that really stands out is the usablepower it makes through its 10,500 rpm redline. While the DTC makes the nearly200 horsepower easy to access, the EVOluzione mill is still a rip-roaring ridelike no Twin we've ever ridden before. To take advantage of the increased poweroutput, third-, fourth- and sixth-gear ratios are higher than those on thestandard or the S models, while a multi-plate dry slipper clutch helps keepham-fisted downshifts in check. The test bikes we had at our disposal at Barberwere also equipped with the Factory Race Kit that comes with all 2008 Ducati1098Rs. The US-spec kit includes a full stainless steel/titanium Termignoniexhaust system with carbon fiber canisters (which has an MSRP of $3000 ifpurchased from your local Ducati dealer), air filter and reconfigured ECU thatonce installed, "initiates the dialogue that controls the traction controlsystem." Ducati claims the fully kitted 1098R machines we tested produce 189horsepower and 101 lb-ft of torque.As rapidly as this bike approaches corners it's good that it is equipped withsome of the best braking components in the business. Four-piston Brembo Monobloccalipers and massive 330mm disc brakes are an incredibly powerful combination onthe track. We can go on and on about the level of feel, power and the sheerenjoyment of using them but let's be honest, unless your name is Bayliss orRussell you'll never tap into the potential these binders have. They'll stillhaul this bike down from 150 mph and allow for some serous trail braking anticsfor even a rider that don't possess world class riding skills. Lap after lap andturn after turn the confidence that the R inspires is what makes it such a blastto ride fast despite the exclusive MSRP.Since the odds of getting a ride on one of these machines is slim we must takepleasure in the style the 1098R brings to the table. Its Ducati racing pedigreeis evident in every aspect of this bike from the trellis frame, single-sidedswingarm, sophisticated electronics package and wind-tunnel derived bodyworkslathered in luscious red paint - all of which point to the undeniable fact thatthis 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, butthere's no harm in dreaming about it. Whether the 1098R is worth 40-large isentirely up to you. But if you're looking to own the most unbelievable Ducatithis side of a Desmosedici, then this is it. "Ducati is a brand with racing in its DNA," says Ducati CEO Gabriele DelTorchico. Doesn't everyone already know that? Just look at the 1098R for proofof how influential this philosophy is to everyone at Ducati.

SourceMotorcycle-USA

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