Top test Ducati 1098 S and 999 S
Back to the Future
The changing of the guard is here. Ducati’s Superbike future is called 1098 S. It refers to the glorious past of the Bolognese superbikes with optical borrowings from the legendary 916. Is it actually better than its predecessor??
Uff, that was the very last groove.
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Top test Ducati 1098 S and 999 S
Back to the Future
The 1098 S is not as confident and serene as the 999 S, especially in the first half of the curve when it is inclined, and does not quite achieve its homogeneity. For the feeling of »walking around the corner on rails«, the delicate balance is missing. But if you can get out of the corner with a bit of flavor, the 1098 is in its element. Where her predecessor still liked to take the wide berth, the new one sticks to the track.
The greatest specialty: it throws itself into an inclined position much more readily than any Ducati in front of it. The burning question of whether this Ducati is finally handier is answered impressively by the 1098: Yes, it is. Definitely. Despite “only” 65.5 degrees steering head angle (999: 66.5).
The secret? On the one hand, the more active, more front-wheel-oriented seating position. On the other hand, of course, the sensationally low weight of 196 kilograms. Full tank. That’s no less than 19 less than its predecessor. This makes the 1098 not only the most powerful, but also the lightest series twin of all. And, as I said, the handiest Ducati superbike so far. At least, as long as you don’t want to turn on the brake, because then it clearly braces itself against the steering command.
The sun is sinking, the test days are coming to an end. One or two quick laps on the race track still have to be done. And suddenly everything fits, the bearish creaking of the engine, the brakes grabbing like wildly, the tight hindquarters when accelerating out. Yes, that’s what the 1098 S is made for, even if the fork could still use some damping. Whether the Duc has what it takes to stir up the four-cylinder gang? Let yourself be surprised in the next issues of MOTORRAD.
Was there anything else?
The cockpit can be operated from the handlebars
Tire valves very accessible
Easy rear wheel removal
Bright shift light
12,000 kilometers extended
dismantling to refill oil
Seat, notches and steering angle not adjustable
Plastic frame of the openings
Fitted rickety in the hump
Strut rebound adjuster difficult to access
No quick-release fasteners on the
Rebound stage 13 (10) from 35 clicks open, compression stage 11 (1) from 30 open, spring base preloaded 9 turns
Rebound stage 16 (14) of 24 clicks open, compression stage 20 (10) of 20 clicks open, spring preload 8 (7) threads visible
Top speed * 275 (270) km / h
0 100 km / h 3.1 (3.3) sec
0 ?? 140 km / h 4.8 (5.1) sec
0 200 km / h 8.1 (9.2) sec
60 ?? 100 km / h 3.5 (4.2) sec
100 ?? 140 km / h 3.6 (4.6) sec
140 180 km / h 3.9 (4.8) sec
Effective (display 50/100) 48/96 km / h
(48/95 km / h)
Display red area
10800 / min (10500 / min)
Effective 10700 rpm (10500 rpm)
Consumption in the test
Country road 6.2 (5.5) l / 100 km
Theor. Range 250 (282) km
Fuel type super
mass and weight
L / W / H 2050/760/1100 mm
Seat height 810 (810) mm
Handlebar height 840 (825) mm
Turning circle 6600 (6650) mm
Weight with a full tank 196 (215) kg
Payload 194 (175) kg
Wheel load distribution f / h 50/50 (49/51)%
Driving dynamics 1
Braking distance from 100 km / h 38.5 (38.2) m
Mean deceleration 10.0 (10.1) m / s2
Comments: The 1098 decelerates extremely with minimal manual force, great for the racetrack, a bit too toxic on the country road. Due to the more front-wheel-oriented seating position, the 1098 S lifts off with the rear wheel earlier than the 999 S at maximum deceleration.
Handling course I (fast slalom)
Lap time 19.9 (20.0) sec
vmax at the measuring point 114.1 (113.1) km / h
Comments: The 1098 is much more handy than its predecessor. Very sturdy when accelerating in an inclined position thanks to the extremely stiff suspension strut, when changing direction quickly, there is a little unrest in the chassis due to the comfortably coordinated fork. The 999 is off-
more balanced, but much more unwieldy.
Handling course II (slow slalom)
Lap time 28.9 (27.6) sec
vmax at the measuring point 54.4 (54.8) km / h
Remarks: The 1098 is difficult to keep on course due to its heavy use of power at low speeds. It drives when braking in an inclined position
a wider arc than the 999. The latter has a lower righting moment when braking and its use of power is more even.
Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, toothed belt-driven camshafts, four valves per cylinder, desmodromic, wet sump lubrication, injection, Ø 60 (54) mm, regulated catalytic converter, 520 W alternator, battery 12 V / 12 Ah, hydraulically operated multi-plate dry clutch, six-speed gearbox, O-ring chain.
Bore x stroke 104.0 x 64.7 mm
Displacement 1099 cm3
Compression ratio 12.5: 1
119.3 kW (162 hp) at 9750 rpm
Max. Torque 125 Nm at 8000 rpm
Bore x stroke 100.0 x 63.5 mm
Displacement 998 cm3
Compression ratio 11.4: 1
105.0 kW (143 hp) at 9750 rpm
Max. Torque 112 Nm at 8000 rpm
Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm (two-armed 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 (320) mm, four-piston fixed calipers, rear disc brake, Ø 245 (240) mm, two-piston fixed calipers.
Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Tires in the Pirelli Supercorsa test
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Tires in the Michelin Pilot Power test
Dimensions and weights: wheelbase 1430 (1420) mm, steering head angle 65.5 (66.5) degrees, caster 104 (97) mm, spring travel v / h 127/127 (120/128) mm, permissible total weight 390 (390) kg , Tank capacity /
Reserve 15.5 / 4.0 (15.5 / 3.0) liters.
every 12000 (10000) km
Oil and filter change
every 12000 (10000) km / 3.7 l
Engine oil SAE 15 W 50
NGK MAR10A-J (Campion RA 59 GC)
Idle speed 1200 (900) ± 100 / min
Tire pressure front / rear
2.2 / 2.4 bar solo and with a pillion passenger
Two year guarantee
1098 S / 999 S 21295/20795 euros
Additional costs 255 euros
The 1098 comes out of the starting blocks much livelier than the 999, which makes higher torque possible from the start. Due to the overall higher power and torque level, the dip in the middle of the speed has a more serious effect at first. When driving, however, it is nowhere near as noticeable. And at higher speeds, the 999 engine has no chance against the explosiveness of the 1098 engine, which revs up by 200 rpm.
A powerful engine, handiness, consistently beautiful workmanship. The 1098 S is an extremely attractive motorcycle with enormous potential ?? for the racetrack. Despite the friendlier ergonomics, everyday life is a minor matter. The fact that the chassis tuning and engine are still lacking the finishing touches also shows the high level of their predecessor in this regard.
The enormous torque, the slightly shorter gear ratio and the drastically lower weight lift the 1098 into another league when it comes to pulling through. This enables shifting lazy driving, even if the performance curve shows a clear drop at 5000 rpm. Unpleasant: the stiff clutch. The engine of the 999 runs smoother.
The more balanced suspension set-up has the 999. With the 1098 this is thwarted
Imbalance between comfortable fork and very tight shock absorber Top marks for stability. In contrast, the 999 looks more comfortable on bumpy country roads.
Both are enthusiastic about the enormous amount of feedback from the road.
The driver sits more relaxed and yet sportier on the 1098. The bench offers enough space to exercise around, but rises to the rear and is not very grippy, which is why the driver when braking
slides forward. The carelessly plugged together hump disturbs the otherwise great
Processing. Passengers should better stay at home.
The enormous stability of the 1098 brake is impressive. However, due to the lack of a slip clutch and the driver placed further ahead, the 1098 tends to have stoppies and rear wheel punches. In addition, it affords itself a disturbing set-up moment.
longer maintenance intervals and greatly reduced inspection times, that leaves the
get over the ordinary thirst of 1098.
Ducati superbikes were still there
never a cheap pleasure, but a very exclusive one. The
1098 is no exception.
Extremely steep increase in braking power, very hard pressure point. High deceleration that is difficult to keep at a constant level. Dosing at the blocking limit requires a lot of tact with the 1098 S..
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