Driving report Ducati 1098 R

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Driving report Ducati 1098 R

No compromised

Their only purpose is to bring about race wins. That’s what the 1098 R built. And for that she got pretty much everything that is good and expensive.

The Duc arrows at full incline through the uphill right, one of the key points of Jerez. The 1098 R pops through as if drawn by a beacon, third gear at the exit of the curve, full throttle ?? tea command for the front wheel to take off on the hilltop. Just because. The 1098 R dived down the following downhill straight in one mighty leap, only to storm into the braking zone at almost 260 km / h on the watch.

A hit for the relentlessly gripping monobloc pliers from Brembo. Down two gears without worrying about a pounding rear wheel. The slipper clutch regulates this discreetly and inconspicuously. And dive into the following right bend on the brakes with millimeter precision.

Totally trimmed for racing: the ultimate two-cylinder grenade.

So this is it. The motorcycle that long before its appearance caused tremendous unrest like an approaching storm, which its ominous thunder hurries far ahead. Because of this, the cubic capacity limits of the Superbike World Championship regulations have been redrawn. The Ducati 1098 R.

Uncompromising race iron, beauty, superlative. The lightest and most powerful production two-cylinder of all time. Even if the full-bodied 180 hp proclaimed by Ducati turn out to be 170 hp according to the homologation. For this, the 1200 Desmo-Twin should squeeze a fat 134 Nm torque from its cylinders. And the supplied race kit consisting of open Termignoni carbon fiber mufflers and control unit? with which all test machines were equipped? should mobilize six horses again.

Above all, there is a real traction control slumbering in the digital depths of the racing control unit. The same system as the factory superbikes have. Normally, a list of all the technical delicacies that are in this race iron would be due now. The list would be long and impressive. But have to wait. Now is driving. And how.

More displacement, more power

Slim line: A lot of carbon is built into it, this is the only way it creates its low weight .

The 1200 twin suggests that it leaves you speechless. Leaning on a strong middle, the Ducati sweaters forward as if the incarnate were after her. With an unyielding bite until it is regulated at 10500 rpm? and yet completely even. Wheelies in second gear are freely available at every corner exit. The throttle response is extremely direct, but never rough. The two-cylinder muscle man throws the lightweight so furiously over the straight that there is hardly any time to breathe. You shouldn’t hang onto your stumps too convulsively during such orgies of acceleration, otherwise the diva will react with a slight swing.

To wrest this performance from the twin, of course, more than just inflating the displacement was necessary. Titanium valves dance up and down over box pistons with an enormous 106 millimeter diameter, with 44.3 (inlet) and 36.2 (outlet) around two millimeters larger than those of the 1098 S. The cylinders are ventilated via elliptical throttle valves, the huge 63.9 Measure millimeters. There is a lot going on at full throttle. Desmodromic and lightweight valves enable the use of camshafts with extreme valve timing and 16 percent more lift than the 1098 S..

The pick-up on the front brake disc is required for the traction controller in order to be able to determine the slip on the rear wheel.

Delicious Pankl titanium connecting rods and the opposite "S." Even lighter, gas-nitrided crankshafts keep the rotating masses and the engine weight low, which is 2.2 kilograms lower than that of the "S."-Motors lies.

In addition, the light aluminum rear frame, the titanium-sheathed mufflers under the monoposto rear and, above all, the abundance of carbon parts from the fairing keel to the timing belt covers save a few pounds. Ducati promises 165 kilograms dry and thus three less than the 848, which would correspond to about 193 kilograms with a full tank. Judging by how willing the 1098 R, equipped with light forged wheels, can be thrown from one side to the other in the narrow corners, it is quite believable.

Quality wherever you look

The setup of Ducati Traction Control can be adjusted in eight stages.

But without an adequate chassis everything is nothing. That is why the Italians donated the 1098 R not only an attractive Ohlins fork but also an Ohlins TTX shock absorber that no longer carries shim packages on the shock piston and pumps the oil through the rebound and compression damping valves in a closed circuit. The advantages: faster build-up of the damping force, lower gas pressure and thus a reduced breakaway force on the seals.

The coordination of the spring elements, quite tight at the back, rather soft at the front, is similar to that of the S models. But after the fork was trimmed tight, things really went off. Ore stable in the fast arcs, highly precise and at the same time creamy in response, a real splendor.

One instinctively rushes into corners more and more courageously ?? the mounted Pirelli Supercorsa SC are a force in terms of grip anyway ?? and cocks the cock at the crown of the head with increasing unrestrainedness. Because the traction control, which can be set in eight stages, works reliably. From early, misfire-like intervention in safety mode to gentle control in fast corners. That creates trust. Until the pumping hindquarters announces maximum acceleration and only grip, punch and brutal forward thrust remain at the corner exit. And a mighty grin under the helmet and the question of whether the building society loan agreement is already ready for allocation.

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 64 mm, regulated catalytic converter, 520 W alternator, 12 V / 12 Ah battery, hydraulically operated multi-plate dry clutch (anti-hopping), 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 125 kW (170 hp) at 9750 rpm
Max. Torque 134 Nm at 7750 rpm

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

Mass and weight:
Wheelbase 1430 mm, steering head angle 65.5 degrees, caster 104 mm, spring travel f / r 120/127 mm, seat height 820 mm, dry weight 165 kg, tank capacity / reserve 15.5 / 4.0 liters.
Two year guarantee
Red color
Price excluding additional costs 35,000 euros

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