Endurance test interim balance of Ducati

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Endurance test interim balance of Ducati
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Endurance test interim balance of Ducati

Endurance test interim balance of Ducati

Endurance test interim balance of Ducati

Endurance test interim balance of Ducati

18th photos

Endurance test interim balance of Ducati
Loens

1/18
Ducati Marketing Director Diego Sgorbati, …

Endurance test interim balance of Ducati
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2/18
At least one new model name GT 1000 Touring.

Endurance test interim balance of Ducati
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3/18

Endurance test interim balance of Ducati
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4/18
He is particularly proud of the low weight of the new monsters.

Endurance test interim balance of Ducati
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5/18
The eye-catcher: the new Ducati 1100 (with non-standard exhaust).

Endurance test interim balance of Ducati
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6/18
Wrongly in the shadows: the complete range of models is of course the first requirement.

Endurance test interim balance of Ducati
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7/18

Endurance test interim balance of Ducati
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8/18
Troy Bayliss’ machine at the booth.

Endurance test interim balance of Ducati
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9/18
Impressive technical data: Bad to read, but …

Endurance test interim balance of Ducati
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10/18
Ducati Germany boss Walter Bauer welcomes the guests.

Endurance test interim balance of Ducati
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11/18
MOTORRAD editor-in-chief Michael Pfeiffer interviews Kai Swaton for www.motorradonline.tv.

Endurance test interim balance of Ducati
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12/18
… the torque of over 310 km / h is particularly strong.

Endurance test interim balance of Ducati
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13/18
Ducati boss Gabriele del Torchio announces eleven new models – the first in Milan (in a month) – in the next three years.

Endurance test interim balance of Ducati
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14/18
Attractive color variant silver / red.

Endurance test interim balance of Ducati
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15/18
In addition to the Superbike title, Ducati rider Casey Stoner also won a weekend.

Endurance test interim balance of Ducati
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16/18
Facts about the engine.

Endurance test interim balance of Ducati
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17/18
With a standard windshield and luggage rack as well as chrome-plated mudguards.

Endurance test interim balance of Ducati
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18/18
Ducati invites you to dance – in the background the subtle reference to the newly won Superbike World Championship title.

Endurance test interim balance of Ducati

Ducati 1098: Viva la Diva

The Ducati 1098 is an ardent commitment to the sport twin, gathers admirers and critics alike. Sporty natures have celebrated her so far, but the diva also provided food for critics.

There was great skepticism when the 1098 rolled into the editorial garage in May 2007. After all, during the long-distance test (MOTORRAD 26/2005), the predecessor 999 annoyed its drivers again and again with major and minor ailments. But, according to the Ducati insurance company at the time, the quality defects are now under control. So get to the bacon and get into full life. And that led the red one straight to the Alpine Masters in the mountains. Tight hairpin bends, exhausting downhill sections, not exactly the ideal terrain for the 1098 with its strenuous sitting position, the stiff clutch, the hard shock absorber and the soft fork in connection with the beastly brakes. And although she did an honorable job in the Alps, it must have been these traits that shaped the first logbook entries. "It’s hell in the city", and "the wrists are too old for the bike", was there to read.

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Endurance test interim balance of Ducati

Endurance test interim balance of Ducati
Ducati 1098: Viva la Diva

Engine, electrics, driving pleasure


Ducati

Hot constant friend: Ducati 1098.

It could not be clarified whether the often surprisingly low cooling water temperature contributed to the high consumption. In cool weather it was easily possible to run the engine cold on the country road, water temperatures over 55 degrees were the exception. When checking the thermostat and the electrical system, no defects were found. And as with the 999, the electrical system also proved to be not 100 percent stable in the 1098 endurance test. In winter, when the odometer reading was 12,838, the lights went out while driving. Stupid if that happens in the middle of the night. The flasher button had to provide illumination until it was possible to stop safely. Fortunately, after switching the ignition off and on again, the Duc worked perfectly again for the time being. Until the next light failure. Reading out the fault memory in the specialist workshop did not reveal any cause. Cleaning and spraying the plug connections with contact spray must have driven out this copper worm, but the error no longer appeared from then on.

Otherwise, however, the Ducati ran without complaint, simply unwound kilometers. And how! Because whenever the red one was allowed to escape the narrowness of the city and had a run on well-leveled routes, it proved to be a superb partner with its combination of stable chassis and powerful engine. The 1098 was not only a popular companion for sporty and ambitious people when it came to a brisk jaunt. And with such missions she earned well-deserved praise for the full-bodied drumming from the two end pots and the crisp, transparent chassis. But above all for the V2, its energetic step out of the speed cellar, in view of which many gladly overlooked the jerky run at low speeds. "I thought two cylinders would be enough", graphic designer Stefan Weber put his enthusiasm into words.

"Good mood motorcycle"


2Snap

Sports motorcycle with character: Ducati 1098.

"The real good mood motorcycle, wild, rough and lively, that’s where the working day begins perfectly", On the way editor Annette Johann handed out a big compliment to the Italian and summed up: "A real summer child, the warmer it gets, the better she runs." And if you encountered the Ducati with a little capacity for suffering, you no longer bothered by the deeply mounted stumps, at the latest while indulging in cornering and active exercise in the seat. There is a simple remedy for this. The cranked upper triple clamp from Moto-Officina Frankenberger brings the stubs up about 25 millimeters. Because the footrests allow moderate knee angles anyway, the seating comfort is no longer neglected and the Duc can do its job even on longer stages. In addition, the rather moderate wind protection can be improved quickly and very effectively with a higher windshield, for example from the in-house performance catalog. Equipped in this way, the athlete is almost ready for long distances. Even if the short range remains.

In terms of luggage storage, however, you really need your imagination, because the 1098 is not prepared for that. Magnetic tank bags do not stick to the plastic fuel drum, and high-rise specimens with a lot of capacity don’t get along well with the stooped posture. The Ventura luggage rack from Fat-Cat offers luggage racks in two different sizes, which can also be exchanged for an optically inconspicuous bracket when not in use. But these protrude far beyond the stern, so a luggage bag mounted there shouldn’t be too heavy. Good nerves were required, especially in the cold season, when it came to starting behavior. Apparently with the last of its strength the starter chokes the pistons above top dead center. Even so, he got the Twin up and running for the first time in most cases, even in sub-zero temperatures. An unscheduled visit to the workshop brought the Duc at 17061 mileage, not the starter, but a defective fuel pump relay.

Otherwise, the 1098 only saw the workshop on the inspection dates. Whereby the 12000 event, for which 432 euros were due, caused fewer raised eyebrows than the around 200 euros that were asked for a set of front brake pads shortly afterwards. The 24000 inspection cost even more at 675 euros, with a chain set costing 447 euros (including installation). After all, corroded plugs on the air temperature sensor were discovered as a possible cause for the high consumption and the low coolant temperatures, and the sensor was replaced under warranty. There was no more time to check whether it helped. Because during the test drives for the tire recommendations on the Nurburgring, the 1098 suddenly lost performance and its spirits. Sad faces after dismantling the engine. Diagnosis: crack across the piston of the horizontal cylinder. Spare parts have already been ordered so that the diva will come back to life as soon as possible.

There was great skepticism when the 1098 rolled into the editorial garage in May 2007. After all, during the long-distance test (MOTORRAD 26/2005), the predecessor 999 annoyed its riders with major and minor ailments. But, according to the Ducati insurance company at the time, the quality defects are now under control.
So get to the bacon and get into full life. And that led the red one straight to the Alpine Masters in the mountains. Tight hairpin bends, exhausting downhill sections, not exactly the ideal terrain for the 1098 with its strenuous seating position, the stiff clutch, the hard shock absorber and the soft fork in connection with the beastly brakes. And although she did an honorable job in the Alps, it must have been these traits that shaped the first logbook entries. "It’s hell in the city", and "the wrists are too old for the bike", was there to read.
Otherwise, however, there was one thing above all: a lot of praise for the powerful sounding, powerful engine and for the narrow waist. But the joy about it did not go completely untroubled. In everyday life, things like the completely unsuitable mirrors or the cumbersome oil refill were annoying. And the hodgepodge of screws of the most varied types, which is unworthy of such a machine, which arises when dismantling the cladding, also aroused little enthusiasm. 916 and 999 spoiled here with quick-release fasteners, the price and nimbus of such beauties are more appropriate.
The fact that the 1098 rarely went on extended tours was not only due to its pronounced sporty ergonomics, but also to its good thirst with an average of seven liters and a small tank capacity. Because instead of the specified 15.5 liters, the fuel tank of the endurance test Duc only takes 14.6 liters, even when it is completely dry. The tank was emptied twice faster than planned shortly before the rescue pump. After all, accurate gauging was then possible without any effort. On the motorway, it was therefore always important to keep a close eye on the distances between the rest stops.
It could not be clarified whether the often surprisingly low cooling water temperature contributed to the high consumption. In cool weather it was easily possible to run the engine cold on the country road, water temperatures over 55 degrees were the exception. When checking the thermostat and the electrical system, no defects were found. And as with the 999, the electrical system also proved to be not 100 percent stable in the 1098 endurance test. In winter, when the odometer reading was 12,838, the lights went out while driving. Stupid if that happens in the middle of the night. The light-horn button had to provide illumination until it was possible to stop safely. Fortunately, after switching the ignition off and on again, the Duc worked perfectly again for the time being. Until the next light failure. Reading out the fault memory in the specialist workshop did not reveal any cause. Cleaning and spraying the plug connections with contact spray must have driven out this copper worm, but the error no longer appeared from then on.
Otherwise, however, the Ducati ran without complaint, simply unwound kilometers. And how! Because whenever the red one was allowed to escape the narrowness of the city and had a run on well-leveled routes, it proved to be a superb partner with its combination of stable chassis and powerful engine. The 1098 was not only a popular companion for sporty and ambitious people when it came to a brisk jaunt. And with such missions she earned well-deserved praise for the full-bodied drumming from the two end pots and the crisp, transparent chassis. But above all for the V2, its energetic step out of the speed cellar, in view of which many gladly overlooked the jerky run at low speeds. "I thought two cylinders would be enough", graphic designer Stefan Weber put his enthusiasm into words.
"The real good mood motorcycle, wild, rough and lively, that’s where the working day begins perfectly", On the way editor Annette Johann handed out a big compliment to the Italian and summed up: "A real summer child, the warmer it gets, the better she runs." And whoever encountered the Ducati with a bit of aptitude for suffering, was no longer bothered by the deeply mounted stumps, at the latest when indulging in corners and actively exercising in the seat. Where there is a simple remedy for this. The cranked upper triple clamp from Moto-Officina Frankenberger (see box "Accessories put to the test", Page 26) brings the stub up about 25 millimeters. Because the footrests allow moderate knee angles anyway, the seating comfort is no longer neglected and the Duc can do its job even on longer stages. In addition, the rather mediocre wind protection can be improved quickly and very effectively with a higher pane, for example from the company’s own performance catalog. Equipped in this way, the athlete is almost ready for long distances. Even if the short range remains.
In terms of luggage storage, however, you really need your imagination, because the 1098 is not prepared for that. Magnetic tank bags do not stick to the plastic fuel drum, and high-rise specimens with a lot of capacity don’t get along well with the stooped posture. The Ventura luggage rack from Fat-Cat (see page 27) offers luggage racks in two different sizes, which can also be exchanged for an optically inconspicuous bracket when not in use. But these protrude far beyond the stern, so a luggage bag mounted there shouldn’t be too heavy.
Good nerves were required, especially in the cold season, when it came to starting behavior. Apparently with the last of its strength the starter chokes the pistons above top dead center. Nevertheless, he got the twin running for the first time in most cases, even in sub-zero temperatures. The Duc brought an unscheduled visit to the workshop at mileage 17061, not the starter, but a defective fuel pump relay. Otherwise, the 1098 only saw the workshop during the inspection appointments. Whereby the 12000 event, for which 432 euros were due, caused fewer raised eyebrows than the around 200 euros that were asked for a set of front brake pads shortly afterwards.
The 24000 inspection cost even more at 675 euros, with a chain set costing 447 euros (including installation). After all, corroded plugs on the air temperature sensor were discovered as a possible cause for the high consumption and low coolant temperatures, and the sensor was replaced under warranty.
There was no more time to check whether it helped. Because during the test drives for the tire recommendations (see page 28) on the Nurburg-Ring, the 1098 suddenly lost performance and its spirits. Sad faces after dismantling the engine. Diagnosis: crack across the piston of the horizontal cylinder. Spare parts have already been ordered so that the diva will come back to life as soon as possible.
Performance diagram: performance on the crankshaft; Measurement on Dynojet chassis dynamometer 150, corrected according to 95/1 / EC, maximum possible deviation ± 5%

Defects in the test – Defects in the test


Sdun

After half of the long-distance test, which was actually problem-free, no one would have expected that: failure due to the collapse of the piston in the horizontal cylinder.

First of all: The 1098 actually ran without any problems during the first 25,000 kilometers of the endurance test. Even dull short trips or trips in winter, apart from the light failure at odometer reading 12,838, she endured without complaint. Once the defect devil struck. At 17,061 kilometers on the clock, the fuel pump relay failed. The strong corrosion on the contacts fits into the picture of the contact problems, which apparently had already led to the failure of the light 5000 kilometers earlier. As a reminder: In the case of the predecessor, the 999, the injection relay, which was insufficiently protected against splash water, had to be replaced during the endurance test after approximately the same distance (MOTORRAD 26/2004). But while this was only one case in a series of electrical problems with the 999, the electric fips didn’t strike any further with the 1098. In this respect, the qualitative progress here, as promised by Ducati following the 999 endurance test, has apparently taken place.

Otherwise, the 1098 ran inconspicuously against the mid-term record. Only the measurement of two accessory silencers and the test drives for the tire recommendation were still outstanding. The latter was completed as part of an action team training session on the Nurburgring. The story was almost wrapped up when the Ducati began in the last turn to drag a light trail of smoke behind it when its performance was declining. The ailing sportswoman was transported straight to the van and to the authorized workshop, where the engine was opened. First diagnosis: piston torn in the middle over the entire length. A small piece had already come loose in the middle, only prevented from falling down by the piston pin. Breaking apart the piston would have had fatal consequences for the V2. Since the 1098 was in series production, there is no overloading due to increased locking speed, as occurs in racing trim. The piston is already on its way to Bologna for analysis, after which a detailed statement should be made by the factory. Probably to be read in the next MOTORRAD.

Accessories put to the test: engine – engine


Artist

Coupling: Zupin STM Evo Race.

coupling
Anyone who has ever had to tame a wildly bobbing rear wheel when braking on the racetrack will appreciate a slip clutch. From the multitude of possibilities, we tried the STM Evo Race, which costs 1460 euros (Zupin, www.zupin.de). The basket with 48 teeth improves metering and reduces wear on the toothing, the clutch can be individually adjusted using various diaphragm springs. On the racetrack, the package works perfectly with slightly increased hand strength.

Accessories put to the test: luggage – luggage


Sdun

Tank bag from Ducati Performance.

Porter
The Ventura luggage rack from Fat-Cat (phone 07424/9313899, www.fat-cat.eu) can be combined with a large (151 euros) or small luggage rack (144 euros). If the bridge is not required, it is replaced by a simple bracket. There are also bags with 10 liters (34 euros) or 35 liters (68 euros), fastened with Velcro fasteners.

Tank bag
Sure, if you crouch low on the handlebars above the tank, you don’t strap the big boy elephant in front of your nose. But there is space for the handy tank bag from Ducati Performance (210 euros). It is attached to a separate base plate and can be attached in no time. The handling is pleasing. Incidentally, a protective film (included in the scope of delivery) under the carrier plate protects the paint.

Accessories put to the test: ergonomics – ergonomics


Sdun

Leverage: Exchange levers from LSL and Titax.

Lever variants
Exchange levers are difficult in. Those from Titax (photo above center, gold anodized, 99 euros / piece; www.titax-racing.de) and LSL (top left, black, 110 euros / piece; www.lsl.de) are great in the hand. They are almost identical in construction and have a predetermined breaking point. Clever: the six-stage quick adjustment of the handle width. The folding levers from Ducati Performance (large photo, www.ducati.de), which cost 303 euros, are significantly shorter than the standard parts (top right), positive in the event of a fall. If the brake is still close at hand, the manual forces for the clutch are very high thanks to the short lever.

Performance pegs
The notches from Ducati Performance (865 euros) can be adjusted over a wide range using an eccentric. However, the heel guard is fixed. The length of the shift rod depends on the detent position
adjusted via spacers.

Gilles pegs
The VCR38GT baptized Gilles notches (www.gillestooling.com, 499 euros) appeal with their good fit, very beautiful workmanship and the usable adjustment range. The adjustment is easy and precise, but the brake lever is a little on the fairing keel.

Hands up
That already existed for the 916s. The cranked fork bridge from Frankenberger (phone 09360/990559, 379 euros) brings the handlebar stubs about 25 millimeters higher, which significantly relieves the wrists. The higher the disk, it rises
the long-distance comfort clearly.

Wind face
If the standard draft shield is too poor for you, you can be helped in a simple and efficient way. The Ducati Performance windshield, for example (104 euros), very effectively guides the wind around the driver.

Accessories put to the test: chassis – chassis


Artist

Zupin’s shock absorber.

Zupine
The inharmonious suspension setup of the 1098 is one of the most frequent points of criticism. Chassis specialist Zupin (www.zupin.de) tackles the fork for 938 euros with a complete conversion with harder springs (10.0 N / mm instead of 9.0 N / mm), and gives it a different interior for faster damping and more Damping. The shock absorber is modified with a harder but less preloaded spring and revised damping for 274 euros. The Duc is transformed afterwards. Precision and balance benefit considerably, the gain in homogeneity and feedback when braking is enormous.

Wilbers
Chassis tuner Benny Wilbers (www.wilbers.de) also has his own damper equipment ready for the Ducati 1098 to give the chassis tuning a little boost. In the case of the fork, this is done with 10 springs, combined with a suitable air cushion and oil with a viscosity of SAE 10 (99 euros). For the hindquarters he has a replacement damper ready with a pressure level that can be set separately in high and low speed (999 euros). The exchange springs and the oil already ensured a noticeably better balance of the machine, even if the fork was still on the soft side in terms of damping. The shock absorber basically stays true to the straight lines of the standard part without showing its merciless hardness. It is much more comfortable. An adjustable steering damper (here Wilbers, 329 euros) enables the balancing act between comfortable everyday use and firm damping for the racetrack.

Tire recommendation


Artist

Endurance tester candidate Ducati 1098 at the "Maturity exam".

Bridgestone BT 002 Racing Street
The BT 002 should be taken with caution when it is freshly raised, because it is very slippery for the first few meters. Once warm and started, however, it is also a prime example of etiquette on the 1098. The BT 002 is manageable and neutral, hardly stands up even when the brakes are inclined and has a wonderfully wide, finely controllable, but also early limit range.

Continental Race Attack
Not quite as handy as the nimble Bridgestone, the Conti convinces in the acceleration phase with noticeably more grip on the rear wheel. As with the BT 002, the Ducati is neutral with the Race Attack down to the deepest lean angles. In addition, it does not stand up excessively when braking, so that the Continental is a quick alternative to the established tires.

Dunlop GP Racer
In the ?? M ?? specification, Dunlop’s flagship sports tire with decent grip and good handling makes a good impression on the 1098. However, there is a noticeable righting moment on bumps and when braking in an inclined position, because the self-damping of the GP Racer is not one of the particular strengths. The feedback could also be a little more transparent.

Metzeler Racetec
The people of Munich know how to do it. This is demonstrated by the Racetec K3 on the 1098. Absolutely stable and blessed with plenty of grip, the red diva sails around the course, does not allow itself to be disturbed by bumps or heavy braking maneuvers in an inclined position and provides transparent feedback on the current state of grip. In addition, tight lines can be held effortlessly without great effort. A real recommendation.

Michelin Power Race
An all-rounder in the best sense of the word, French rubber. Full grip, neutral driving behavior and, above all, its superb handling make it a permanent fixture on the Ducati 1098 racetrack. For the exclusively civil operation, however, ?? as with all of the pairings mentioned here? To prefer the not so uncompromisingly sporty sports tire variants from the manufacturers.

Pirelli Diablo Supercorsa SR
And another tip: In addition to the Metzeler Racetec K3, the Pirelli pairing is clearly the racetrack recommendation because it also has all the qualities that make life at the (personal) limit easier. Regardless of whether it is adhesion, stability, handiness or feedback? The Supercorsa convinces from the first meter, playfully holds the line and is therefore a distinct feel-good factor.

Exhaust recommendation – exhaust recommendation


Sdun

Termignoni titanium mufflers (Ducati Performance).

Good alternative
In everyday life, the Termignoni titanium mufflers (Ducati Performance, 1769 euros, with control unit) are popular thanks to their pleasant sound, gentler use of power and a very powerful middle. The fact that punch and assertiveness dwindle a little from 9500 rpm is quite tolerable on the road.

Driver opinions – Driver opinions

Ralf Schneider (test editor)
The dream bike still needs fine-tuning

Another DuC that creates strong feelings. Because it looks great, sounds breathtaking and lets loose its ample power almost with brute force on the rear tire. But that’s exactly where it covers for my taste; I would like a little less explosiveness and better running culture. And a different chassis set-up: synchronize the front and rear legs, then the dream motorcycle can survive even better in reality.

Leo Schluter (head of action team)
I get goose bumps on the Duc

Supersport motorcycles are actually not my thing. But with the 1098 I love to poach in the Odenwald. Granted, there may be more suitable motorcycles for tight corners, but hardly one that touches me more. The gritty, gritty sound of the Duc alone gives you goose bumps. In addition, the V2 pushes so vehemently that the fascination even with aching wrists cannot really be impaired. And the design of the 1098? Simply beguiling!

Georg Jelicic (top tester)
A sports motorcycle with character

The red prima donna touches emotionally with its successful appearance, but leaves an ambivalent impression when it comes to the suspension setup. Handier than its predecessor 999, but a bit too soft on the fork and too tight on the hindquarters. The sonorous bass from the exhaust bags, which makes the air vibrate, is great. A motorcycle full of character that inspires with brilliant driving performance and fine parts.

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