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• MotoGP replica versus production super sports car
• Manners and running culture
• Curve poker
• Data Ducati 1098 R
• Data Ducati Desmosedici RR
• MOTORCYCLE measurements
• Conclusion
• Factory racer
• Technology news: The tire

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Comparison test Supersport bike, Ducati 1098 R, Ducati Desmosedici RR

MotoGP replica versus production super sports car

No other manufacturer provides fans with such pure racing spirit as Ducati. Now the Superbike base 1098 R company receives from the first available MotoGP replica, the Desmosedici RR.

Nobody believes that. Desmosedici only stands for a brief moment? one of about 100 in all of Germany ?? in this deserted forest curve somewhere in the Odenwald. A BMW HP2 hums past with a mighty incline. The driver looks over briefly, then turns on his heel and stops next to the Ducati. "Where did you get them from? It’s awesome, right? Have such a ?? i au" it bubbles out from under the raised visor. A short exchange of driving impressions follows?, "I have?? now 1300 kilometers on mine"??, then the no longer very young BMW driver says goodbye "fine guys" and scratchy footrests.

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Comparison test of super athletes
MotoGP replica versus production super sports car

Racing technology for the street

Artist

Hot, fast and for sale: Ducati Desmosedici RR.

But to be honest: Seldom have kilos been so provocative, packed so attractively, so greedily presented. Whether you think the MotoGP replica is beautiful or not? There are details such as the remote adjustment for the foldable brake lever, the long swing arm, the upside-down suspension strut, the gas pressure fork, the tightly sealed carbon air ducts on the side of the radiator or the bends that wind up like a dragon in the rear you have to get weak. For everyone else, there are Korea scooters. So that’s enough. If we look at all the details of the two with such relish, we’ll be sitting here tomorrow. Now is driving. Outside, in real life. After all, both have ?? with quiet exhausts? a completely normal admission. The area: the Bergstrasse Nature Park in the Odenwald with its small, dreamy streets. And from there it is not far to Hockenheim either. The workplace exposes both of them as genuine Ducatis. With the Desmosedici, the tank is a little longer, the notches are a little further back, otherwise there is a tie in terms of ergonomics. But that was it with similarities. There are plenty of lanes winding around the Krahberg through the landscape, brilliantly suited to feel the two of them on the tooth and which immediately raise a question after a few bends: Did we accidentally weigh the Desmosedici with the driver?

Now the 1098 R is definitely the handiest Ducati Superbike that has ever existed, and certainly not hip. But the MotoGP replica skims around the hairpin as easily as if it were in a completely different league in terms of weight. Light as a feather and carefree, it zigzags from one incline to the next, untwisting tricky passages in no time at all and whizzing through tight dog bends in a relaxed manner. The 1098 R, which is actually quite handy, demands noticeably more physical effort. Of course, this one degree flatter steering head and six millimeters more caster is designed for stability, but that alone cannot be. So it’s worth taking a look under your dress. And it makes it clear that the V4 is a more compact power cube than the long L-Twin, and sits closer to the front wheel and a little higher, closer to the center of gravity. That creates space for a longer swing arm with the same wheelbase? and therefore noticeably more weight on the front wheel. In addition, the compact Desmosedici silencer ends under the hump at the level of the rear axle, while the long 1098 pots protrude far back. Bad for the moment of inertia, bad for handling.

Manners and running culture

Artist

Some family resemblance is reflected in the two faces …

The roads still offer more than enough opportunities for the 1098 R to stand out. When the cock can be cocked at the exit of the curve, the R shows where the hammer is hanging. The twin tackles almost explosively from the lowest positions, pulling it forward with the beastly, unbridled force of 134 Newton meters of torque. The GP replica cannot do that. Whereby the Desmosedici, despite its apparently slim performance curve, a pure full load curve, also takes off considerably. Lively, light-footed, the V4 hangs on the gas, revs perhaps not as energetically, but still loosely from the lower rev range. The GP replica ignites the first afterburner at 8000 rpm, and from 10,000 rpm its power is discharged with such vehemence that even the certainly not weak Superbike base 1098 R has to respectfully take off its hat. This leads to the paradoxical situation that the apparently more extreme Desmosedici keeps her performance ready for better use. In the inclined position, sufficient pressure in the middle area, then full shower at the exit.

Artist

… Surprisingly, the more radical and extreme-looking Desmosedici is more sociable.

Above all, however: The V4 shows excellent manners. It handles the throttle response smoothly, the manual forces on the clutch are around 20 percent less. In addition, the anti-hopping clutch does its job even more smoothly than that of the R. And sorting the gears is a nuance easier. In particular, the V4 runs much more sophisticated, which also applies below 4000 rpm. This makes driving through town bearable and the upper corridors can be used meaningfully in real life. Only at 7000 rpm is a slight tingling sensation noticeable, which cannot even be described as vibrations. The brakes are just as brutal as those of the R, but without snapping like a snapping shark when you tap them for the first time. Rather, they pack finely dosed, linearly increasing. In connection with the extra portion of handling, the Desmosedici appears much more polished, more concentrated and more subordinate to the pilot. Nothing bothers him in his concentration on the ideal choice of line. The 1098 R, on the other hand, looks particularly jam-packed, sleeker and more bumpy, and also more exhausting. Challenges your pilot more.

Curve poker

Artist

Two sisters that have it all: Can Ducati’s serial two-cylinder take on the GP rocket?

Hirschhorner Hohe, Rothenberg, Beerfelden, the curves become wider, the 1098 R pulls an ace up its sleeve: its merciless stability in fast arcs. With its not entirely successful combination of soft fork and hard shock absorber, the 1098 R no longer completely fills the footprints of its ancestors 996 and 999 in terms of balance. Stability, feedback, line loyalty are still a force. Nonetheless, the Desmosedici goes one better on this point. The gas pressure fork is a dream, sensitive, richly steaming, delicious. The shock absorber is hardly less taut than the TTX damper of the R, but a bit more gracious to the extended back. The balance is therefore excellent. The rear 200 mm slipper in the unusual 16-inch format also harmonizes perfectly with the conventional 120/70 in 17-inch front. Does not tilt, does not stand on patches of asphalt. Great class.

Stress only arises in the rush hour of Schriebheim. When stop-and-go, the 1098 R’s underseat system cooks the driver really soft. The Desmosedici pilot is hit even harder, and his thighs are almost grilled. So up on the autobahn, airflow to Hockenheim and a few more laps. In the Motodrom in Baden, the 1098 R once again shows its class, its powerful, powerful twin, the hammer brakes and the stiff chassis. But the faster the pace, the more brilliant the MotoGP replica stands out. Extra class. With light footing, even greater precision and precisely this inimitable kick of the V4 rotating up to 14,000 rpm with its crank pin offset. And truly gives your rider a taste of the performance of a real MotoGP bike.

Data Ducati 1098 R

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, desmodromic actuation, wet sump lubrication, injection, Ø 60 mm, regulated catalytic converter, 520 W alternator, 12 V / 12 Ah battery , hydraulically operated multi-plate dry clutch (anti-hoping), six-speed gearbox O-ring chain, secondary ratio 38:15.

Bore x stroke 106.0 x 67.9 mm
Cubic capacity 1198 cm³
Compression ratio 12.8: 1
Rated output standard 125.0 kW (170 hp) at 9750 rpm
Rated power open version 129.5 kW (176 hp) at 9750 rpm
Max. Torque standard 134 Nm at 7750 rpm
(open version not specified)

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 330 mm, four-piston Fixed calipers, rear disc brake, Ø 245 mm, two-piston fixed caliper.

Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Tires in the test Pirelli Diablo Supercorsa SP

Dimensions + weights
Wheelbase 1430 mm, steering head angle 65.5 degrees, caster 104 mm, spring travel f / h 120/127 mm, seat height * 820 mm, weight with a full tank * 192 kg, tank capacity / reserve 15.5 / 4.0 liters.

Guarantee: two years
Service intervals: every 12,000 km
Red color
Price: including ancillary costs 35,000 euros

Data Ducati Desmosedici RR

52 photos

Pictures: Comparison test of super athletes

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MOTORCYCLE measurements

Artist

The Ducati Desmosedici RR shows what it’s wearing underneath.

Both motorcycles are measured with the supplied race kit consisting of control unit and open silencers. The Desmosedici actually achieved almost the specified 193 hp, the 1098 R even significantly exceeded the promised 176 hp. The power of the Desmosedici is sufficient in connection with the excellent aerodynamics ?? 1100 hours in the wind tunnel must pay off? to real 302 km / h. Then stop ?? as with the 1098 R ?? the limiter the tempo chase. And the promised 200 hp of the GP replica? Only available with a complete titanium racing exhaust that costs 5817 euros.

Conclusion

Desmosedici RR
It actually brings it across, the flair, the feel of the GP rocket. Is also moderately suitable for everyday use. A hit, as expensive as it is intoxicating.

1098 R
The strongest production twin cylinder of all time is a technical treat. Almost too good for the street. It demands the racetrack, that’s where it really comes into its own.

Factory racer

2snap

Factory racer: D16RR, 2006 for the last time with 1000 cubic.

One serves as a homologation basis for the works racer, the other is a very noble street motorcycle derived from the works motorcycle. One, that is the 1098 R. Since this year at least 1000 series vehicles have to be built for homologation for the Superbike World Championship, previously there were only 150. The 999 R engines therefore almost had prototype character. With 1000 required 1098 R, however, complex and expensive solutions can hardly be implemented. Due to the comparatively long L-Twin, the 1098 F08 has a wheelbase that is around 20 to 30 millimeters longer than the Japanese four-cylinder. The technicians elicit around 200 hp from the twin, which has an incredible 106 millimeter bore and 67.9 millimeter stroke.

The other is the Desmosedici. It is the road-tamed offshoot of the factory GP racer with which Loris Capirossi and Sete Gibernau fought for championship points until 2006, before the displacement to 800 cm³ took effect. Since the MotoGP class is purely a prototype class, the Desmosedici is correspondingly exotic and exclusive. Alone the V4 concept with a 70 degree crank pin offset is unique, the self-supporting carbon fiber hump and magnesium forged wheels no less exclusive. The replica only has to do without the carbon fiber standpipes and over 240 hp of the factory racer. And the exhaust in the fairing keel is only available in the accessories catalog for 5817 euros.

Technology news: The tire

The Ducati Desmosedici should optically stay as close as possible to the original. So the balloon-shaped rear tire of the GP racers was also necessary. However, the European Tire and Rim Organization (ETRTO) does not allow 16.5-inch wheels on motorcycles on public roads that are reserved for commercial vehicles. This is why the 16-inch format was used. The problem with the construction: finding the right compromise between stability and self-damping for the high side walls.

At the front it stayed with the 17-inch format because a 16-inch model would not have offered any space for the huge brake system. Whether celebrity or Otto Normal, only owners of a Desmosedici get the tire on presentation of the vehicle registration document.

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