Ducati 1098S
The 1098s was the Ducati motorcycle we’d been waiting for since the 916. It’s a Ducati in the truest form. Blood red, stunning to look at and absolutely pure in its purpose. It was a long time coming but Ducati had finally built a sports bike that could run with the best - pure unadulterated sports bike heaven.
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.
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.
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.
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|
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.
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.
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|
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