The 1098 Ducati, coming into the world in 2007 and staying in production until 2009, caused as much as stir among racing fans and bikers as it did with the WSBK. Not only was it highly anticipated among fans of the sport but also to those who would eventually go out and purchase the Italian bike however it also caused a fair bit on controversy when it came it the World Superbike Championship and, as we will see, changed some of the fundamental regulations in the sport. Insanely High Anticipation Before the release of the 1098 anticipation was insanely high. The bike had been hyped massively by the Ducati marketing department and it promised to boast the most powerful V-twin on the market in addition to being the most powerful and advanced bike around with the highest torque-to-weight ratio. Indeed, with a fairly modest price of just over £11,000 for the standard model then it was seen as a bit of a bargain at the time. It came with a 160bhp capability and a maximum speed of around 180mph. While this is pale in comparison to some of the bikes around these days at the time it was cutting edge and convinced thousands to raid their bank accounts and put down a deposit before the bike was released. The Testastretta Evoluzione engine was a complete redesign of the 999’s Testastretta and the company drew on years of experience to make a new model and this was represented in the fact that the, compared to its predecessors, the 1098 left them eating dust so to speak. The bike was also praised highly for its aerodynamics and, in particular, its high tail section and twin under-seat silencers were a prominent feature. It had a significant bore and stroke increase too with many commented on its ‘square-ness’ as it had a 104mm bore and a fairly short 64.7mm stroke. Indeed, the bike also brought a few firsts to the table for sportsbikes and Ducati in general. It was the first bike that utilized the Brembo Monobloc brakes that have been used on subsequent Ducati’s including the popular 1198; it also came with the Ducati Data Analyzer (DDA) as a standard instrument which meant that riders could log their rides and adjust their riding accordingly. In fact, when you combine the new brakes with the 330mm discs that were also included for the first time on a Ducati bike then the stopping and breaking power of the 1098 was impressive. One of the main goals for Ducati in regards to the 1098 was to save weight and this has seemingly been a objective that they have pursued for every bike since as they try to make each new model lighter than the previous. The chassis and the suspension on the 1098 were redesigned with weight in mind but to keep them strong and rigid enough to handle the new engine. Indeed, the frame was altered and increased (from a diameter of 28mm to 34mm) and this, in turn, increased the rigidity of the bike as a whole and allowed the weight to be decreased by 1.5kg on this part alone. The new frame and swingarm allowed further weight savings to be made with the rear suspension and the new suspension allowed the user to adjust the height without having to re-load the spring or mess about with any of the other suspension settings. This allowed a much easier transition from street to track riding without having to spend too much time configuring everything. In a way you can look at the Ducati 1098 as a bike made for racing but equally at home on the road even if it did border on road-legality. Riding The 1098 Considering the massive anticipation behind the 1098 it is hardly surprising that many people have penned their thoughts on the riding experience. With all the new hardware onboard and a completely redesigned engine as well then big things were expected in terms of how it would ride. “It only happens once in a while but most of us instinctively know when a new bike has that special something and will be remembered for many years to come”. – Niall Mackenzie The fact that the 1098 sat higher than the 999 at the rear allowed riders to have a more race like experience and it allowed for much quicker steering than many of the other Ducati’s that preceded it. With a dry weight of only 171kg then it was certainly a light ride and this further added to being able to breeze around the track or on the road with very little effort. The new brakes also came into much praise from those who rode and continue to ride the 1098. Pretty much ‘instant’ braking response is what the Brembo Monobloc brakes and big disc have been described as. Even though it can take a while to adjust to the rapid nature of the new breaking system most agreed that it was much more beneficial to have this than to not. The new traction control that was present on the R model of the 1098 series also gained a lot of curiosity from enthusiasts and while some were a bit sceptical about this technology on the 1089 it was fairly well received and its merits in terms of controlling the bike cannot be disputed. “Despite the fact it took some building up to the truth is I had no doubt that Ducati’s system would work perfectly. In both MotoGP and WSB the Italian firm has proved itself to be the masters of controlling spin. So, as I expected (and hoped), the 1098R’s rear dug in, gripped and rocketed me out of the corner like a missile … when I adjusted the settings to the most sensitive setting, number eight, the traction control certainly did cut in, but at this point it was doing it when there was absolutely no chance of the tyre slipping”. - Visordown That being said, some argued that there was more of a ‘placebo’ related to the traction control that the company or some reviewers would admit. If you wanted the traction to kick in then your mind would tell you what it has even regardless of whether it actually did or not; that is not disputing the fact that the traction existed on the 1098 and actually did a very good job but, in some quarters, its effect was maybe overstated to a degree. Although there were some parts of the 1098 which did not sit well with everyone who rode it. For many the rear shock prevented the bike from giving a constant feel and ride however this was addressed with the S model when it was released. Also, the mirrors were described as being cheap and too small for a bike of this calibre and they did not give a sufficient view of the road behind; in fact, one rider argued that it would be better to get rid of them entirely if the law permitted it which it doesn’t so they stayed. This was only a few very minor criticisms in what is, by just about all accounts, a fantastic bike to ride. So Why The Controversy? So given the glowing reviews that the 1098 received when it was released both in terms of the design and features of the bike as well as the way it rides, why was there so much controversy over it? Well the issues were not exactly with the bike for recreational purposes although it was certain elements of the bike – the engine to be exact – that causes problems at a racing level. The WBSK had tried to keep things fair and even and had made concessions for bikes dependent on the number of cylinders in their engines. Basically the less cylinders that a bike had in its engine then the more concessions it would receive on the track and the fact that the Ducati 1098 had a two cylinder V-twin design then it could make use of these concessions afforded by the WSBK. So where was the issue? Well the regulatory body of the World Superbike Championship had limited twin engines to 1000cc and the 1098 came in at 1099cc so there was no guarantee that Ducati would be able to race this bike that they had spent so much time and money on designing. The Italians spent a long time lobbying and arguing their case and, eventually, the roof was raised to accommodate bikes up to 1200cc after Ducati threatened to pull out of the circuit entirely. This is where the problem lay for many people; essentially Ducati had created a bike that they knew did not meet the current specifications for racing, they took issue with this and used their power to lobby the FIM and then the rules got changed. Indeed, for Ducati’s competitors the salt was further rubbed in the wound when the 1098R won the 2008 and 2011 World Superbike Championship. The whole ordeal was hardly a scandal of the century however it did give a good glimpse into the power the influence that the Italian’s have over the sport given that they are the most successful company in World Superbikes. The decisive Ducati The 1098 can be seen as quite a decisive bike in the history of the Ducati brand. It marked a technological shift away from some of the older models such as the 999 and also introduced a load of firsts into the Ducati bike range including having the data analyzer as a standard feature in addition to a totally new engine and brakes. The array of new features and equipment on bike is something that it was widely praised for at the time and the way it zipped around the track or on the road and the smoothness of the ride as equally acclaimed by many across the industry. For a lot of people this was Ducati getting back to its best after a few average and underwhelming models. The 1098 cemented the Italians place back at the top of the motorcycling world and, while it was not the cheapest model on sale (although it was far from the most expensive_ perhaps MSN summed it up best when they stated: At well over £11,000 the Ducati 1098 is not a cheap motorcycle. But asking if its worth it is like saying is it worth paying an extra fiver for the really good looking lap dancer that looks like Pamela Anderson, or just opting for the one with a bit of cellulite you can forgive because you’ve got your beer goggles on. At the end of the day you know which one you want. – MCN A fantastic all round bike that quite rightly is regarded near the top of the models that Ducati has released. Specifications: Top speed: 180mph 1/4-mile acceleration: 10.55 secs Power: 160bhp Torque: 90ftlb Weight: 173kg Seat height: 840mm Fuel capacity: 15.5 litres Average fuel consumption: 40mpg Tank range: 120 miles Insurance group: 17 Engine size: 1099cc Engine specification: 8v 90-degree Desmo V-twin Frame: Tubular steel trellis Front brakes: 2 x 330mm discs Rear brake: 245mm disc Front tyre size: 120/70 x 17 Rear tyre size: 190/55 x 17 Read the original post here.
