The Ducati 1198 has been somewhat overshadowed in history by the roaring and unchallenged success of the 1199 Panigale however the previous model has and did have a lot of acclaim when it was released in 2009 and stayed in production until as recently as 2011. Indeed, for many it was seen as a step forward from the 848 and 1098 and filled a ‘hole’ as it were in the Ducati history before the 1199 would eventually take the motorcycling world by storm in 2011. Ducati themselves kept things hush before it was unveiled at the Milan show and many were surprised when this model was released although it has gone on to carve out its own piece of Ducati history. The 1198’s When compared to its predecessor, the 1198 was seen to be quite an upgrade at the time. Essentially it came in three different models – the 1198 standard, 1198S and 1198 R. Basically you got the same engine power (170bhp) with the 1198 as you did with the 1098 and the V-twin, 4 valve per cylinder Desmodromic, liquid-cooled engine was the same across all three models more or less with a slightly more powerful 180bhp found on the 1198R. They also all had Marelli electronic fuel injection, elliptical throttle bodies although there was a slight difference in the compression ratio between the standard model, the 1198S and the 1198R. In terms of weight then the new version was lighter than the 1098 with a dry weight of 173 kg (380 lb and a wet weight of 200 kg (441 lb) which certainly isn’t bad for this model although this has been significantly addressed and decreased in subsequent Ducati releases. One big difference with the models was that most people tended to, if they could afford it, opt for the S version as opposed to the standard – the R version was released later on. Why? Well the S model came with the traction control which could not be added onto the bike later if you happened to purchase the standard model and it has had, at the time, a significant data logging feature (the memory was doubled from 2mb to 4mb) although this could be added on later by a Ducati dealer. Indeed, another major boost was the fact that the S version came with ten spoke and was made from cast aluminium – so for an extra £3,000 or so to purchase the S model you got a lot of added extra’s that could not be simply added on – aside from the data analyser. When the 1198R was released this expanded the engine capability of the series however not by a major amount in all honesty. What you did get however was a 10bhp boost but essentially everything was bigger. The bore and stroke had been increased from 104 x 64.7 on the 1098 to 106 x 77.9 on the R and a 1,5mm diameter was found on the inlet and exhaust valves. Furthermore, a 13% was also added to the throttle inlets. All this combined together to ensure a much bigger and slightly more powerful engine and it also utilized Ducati’s ‘vacuolar’ process which made the whole machine lighter and stronger by sucking the bubbles out of the metal during production which allows the bike to withstand higher temperatures and keep its strength and resilience for longer. Apart from a colour change there was not much that differentiated the model from the 1098 and the swing arm and the chassis were both pretty much the same. Anyone that expected or hoped for a major aesthetic change to this bike would be sorely disappointed. Although the LED dash was a welcome addition as it was much brighter and could all be controlled via a switch found on the left handlebar. The brakes also remained unchanged with front twin Brembo mono bloc calipers and 330mm discs and a 245mm single disc at the rear of the bike. However, the Pirelli Diablo Supercorsa SP tyres were made especially for this model. Riding So even if the 1198 series did not revolutionize Ducati or the motorcycling world what was it like to ride? Were there any substantial differences between these models and their predecessors in terms of how they performed on the road? “The power may be the same but as I’ve now ridden both 1198 and 1098R I can tell you the 1098R feels more raw and requires much more focused riding, and ultimately it would be faster round a race track. The 1198 is a smoother, more docile animal and easier for everyone to ride”. - Niall Mackenzie One thing that was noticeable amongst many people who rode and continue to ride the 1198 is that you get a certain amount of confidence with these bikes. While many other models (some by Yamaha for example) never let you feel totally in control of what you are doing or rather it can take a while for you to be able to handle the bike as you would like, this never (or rarely) seems to be a problem with Ducati bikes and it was certainly not a problem with the 1198. Many commented that they had a substantial amount of confidence to trail brake deep into turns or to change line mid corner because of the Pirelli Diablo Supercorsa SP tyres and the grip, balance and control that they exuberated. One criticism that did come the way of the 1198 is the issue over sore wrists and the racing position. This was carried over from previous models and it wasn’t addressed here. The stronger you were physically then the less chance there was of this happening however the greater acceleration on this model was something that brought pain to even the most well built of riders. Although this is just a small criticism in what is, otherwise, a very well built bike. The traction control in particular came in for specific praise due to its effect and usefulness. Many have said how it has almost saved them during wet rides especially if they are an inexperienced driver. It came with 8 levels and even just getting to level 3 for many people was enough to convince them of the merits of the system. A great feature with the models that came with the data analyzer was that you could record virtually every turn and corner to monitor the traction. The computer on board the 1198 would record all your data which could then be downloaded on your laptop or PC and then analyzed yourself. This logged a lot of data such as throttle position, gear position, engine revs, engine temperature, your speed, lap time and, in addition to all this, the amount of traction you are getting. This allows you to see how much traction you get at specific places and then you can adjust your speed and your riding style the next time you go on that route; pretty impressive by all accounts. “Since the original 1098, all of Ducati’s superbike range now feels more Japanese to ride – plenty of room behind the bars, standard seat-to-bar-to-peg dimensions etc. This bike is designed for fast flowing corners and consequently struggles to stay on line in the tightest of tight corners, but as the ride height and suspension are fully adjustable it just needs time and care to get the ride geared towards the rider”. -MCN That being said, many ‘beginner’ and inexperienced riders did prefer the 848 due to the fact that it had less power. Some commented that they learned a lot quicker on a bike such as the 848 rather than opting for the 1198 straight away although, as we have already mentioned, the 1198 series did receive a lot of acclaim for the way in which it handled for beginners and experienced riders alike. Conclusion The 1198 certainly came at a funny time. Its predecessor wasn’t exactly finished and over the hill by the time that this model was released in 2009 however somehow it just felt right and an upgrade on what was available at the time. As we have said, it has been somewhat trumped by the 1199 however that shouldn’t take anything away from the fact that it is a fairly solid and dependable bike and the fact that Prince William was snapped riding one to a polo match in 2009 didn’t exactly do the bike or the brand any harm. While it didn’t boast much in the way of engine improvement or advancement from the 1198 and it was only the R model that could claim to have any real upgrade, it still didn’t take much away from the fact that it came with a lot of other features, most notably its traction control. Many have commented as we have shown above about the DTC and how useful it was been and when combined with the data analyser then it is easy to see why the 1198 was popular for these two features alone. Perhaps a massive part of the series’ appeal is that it continued in the Ducati vein for being easy to ride. Most riders commented on how they felt, even with the various riding features, that they felt in control of what they were doing and could easily ride their own style on the Ducati right away instead of having to get used to the feel of the bike. The price for the standard model was reasonable when it was released at around £17,000 and considering that it was cheaper than the 1098R and came with similar features and some upgrades then it was seen as a bit of a bargain to many. All in all the 1198 was a solid bike. It didn’t represent a break in the market by any means nor did it transform Ducati in the way that some other models have done but it did prove a success at the time and was a great stop gap between the older models and the universally acclaimed 1199 Panigale. Specifications: Engine: 1198cc, liquid-cooled, 8 valve, V-twin Power: 170bhp @ 9,750rpm Torque: 97ft.lb @ 8,000rpm Speed: 165mph Front suspension: 43mm, fully adj Rear suspension: monoshock, fully adj Front brake: 330mm discs, four piston radial callipers Rear brake: single 220mm petal disc, single piston calliper Dry weight: 171kg Seat height: 820mm Fuel capacity: 15.5 litres top Colours: White, Red, Black, Red Read the original post here.
