DUCATI 1198S 2010 HIGHLIGHTS
Price : $21,795.00
Bodystyle : Superbike
Warranty : 24 months
Manufacturer Country : Italy
Model Year : 2010
Displacement (cc) : 1198.4
Engine Type : Longitudinal Twin
2010 Ducati 1198S
The heart of the 1198 is its gigantic bore and liquid-cooled L-Twin engine. The two cylinders are angled at 90-degress compared to the narrower 75-degree format the RC8R employs. The Duc sports the largest pistons in the group with a bore/stroke factor of 106.0 x 67.9mm, which equals 1198cc of displacement. That’s a 4cc advantage over the KTM, giving it the bragging rights of having the biggest engine in this test. Fuel and air are mixed via single fuel injectors and shot into both 4-valve cylinder heads. The pistons then compress it to a ratio of 12.7:1 (same as the R1) which is down 0.7 compared to the RC8R. Right off idle the Duc gets the jump on everything in terms of torque output. Although the KTM eclipses it from 4000 to 6000 revs it certainly doesn’t feel like it. The engine spools up quickly but not quite as fast as the RC8R. The curves then converge before the Italian Twin takes control 1000 revs later. By then the 1198 is already cranking out more torque than the rest of the bikes enroute to its 90.14 lb-ft peak at 8300 rpm. “Unbelievable,” says an impressed Atlas. “I can’t believe how much torque this thing has. From idle all the way to redline there is an absurd amount of juice on tap. As far as accessible real world power for the street it doesn’t get much better than the 1198—though at time it can almost be too much.” With the throttle pinned in the lower three gears you actually have to stand on the rear brake to keep the front end from floating toward the sky. Throttle response is excellent and there isn’t any of the lean-fueling condition at low revs that we’ve experienced with previous base 1198's (credit the updated ECU and less restrictive Termignoni pipes). Engine vibration isn’t that excessive and nowhere near as intolerable as the KTM. Peak horsepower is reached at 9800 rpm with 157.19 hp available before immediately dropping until the rev limiter shuts it down at 10,500 revs. This ranks the Ducati in fifth place in peak horsepower numbers just ahead of the Austrian Twin and behind its Italian nemesis, Aprilia. In our sound comparison test, even with the optional street-legal Termi kit pipes, the Duc was still no louder than the Aprilia. In fact the bikes were identical, registering 93 dB at idle and an eardrum-rattling 112 dB at 5250 rpm (half maximum engine speed). While the Ducati certainly sounds awesome—especially when it’s uncorked with some racing cans – it still is bested by the Aprilia’s V-Four melody…yes, the RSV4R sounds that good! All that low-end torque put a serious dent in fuel mileage with the 1198 netting an average of 28.1 mpg which was lower than even the gas-guzzling Aprilia. And considering that it has the smallest-capacity fuel tank (4.1-gallons), it leaves one with a range of only 115 miles. This is the exact reason I opted for the smaller, more fuel efficient 848 Superbike during the Ducati 848 Renaissance Ride.
Motioning through its 6-speed transmission proves that the Duc offers the least refined gearbox action of the group. There is substantial lever play between each cog and many riders complained of missed shifts. Typically this is a trait of brand-new, low-mileage Ducatis, so it’s no surprise that our test machine only had 600-some miles on the odometer. Of all the bikes the 1198 is the only one that employs a race-style dry clutch in which the clutch plates are not lubricated with the engine’s oil supply. This is said to decrease parasitic power loss from the engine. It also increases noise and reduces the durability of the clutch. It employs hydraulic-assist like the KTM yet still the clutch lever pull is stiff and it delivers the lowest amount of feel, which makes the bike difficult to launch aggressively. Making it even more difficult is its absurdly tall first gear and ultra high 15/38 sprocket combo. Like the KTM it doesn’t come with a slipper clutch and since the clutch offers very little feel it’s next to impossible to fan the clutch and keep the rear wheel from skipping around during forceful deceleration. The Italian Twin ran the quarter mile in a time of 10.01-seconds at a speed of 145.2 mph. This put it about mid-pack. A better time could no doubt have been achieved if the Ducati offered up more clutch feel and had shorter final drive gearing. Swing a leg over the Ducati and it’s not hard to tell that the 1198 is the slimmest motorcycle of the lot. Although the seat height is identical to the Honda’s at 32.3-inches, it sure feels taller. Grasping the controls reveals that the Duc also has the raciest ergonomics of the group. The handlebars are set low and aren’t as wide as the Aprilia’s. It’s certainly a stretch for the shorter riders though for folks with long arms or who stand over 5-foot 10-inches tall it really isn’t that bad. The footpegs are also high, keeping the rider locked into the fuel tank which is good for the track but uncomfortable on the street. They also lack adjustment. The mirrors are small, move around unexpectedly and vibrate with such intensity that they are useless just like the KTM’s. The rear end of the Ducati feels likes tall like the Ninja which creates a slightly aggressive attitude. The seat is also the thinnest and offers the least amount of support even compared to the Aprilia. A large windscreen does a terrific job of deflecting wind away from the rider and the long seat allows the rider to scoot back and tuck underneath it well.
At slow speeds the 1198 feels top-heavy even with its lighter aluminum fuel tank. Combine this with its limited steering lock and low speed maneuvers become difficult. With speed the top-heaviness disappears and is replaced by an average level of agility. Weighing in at just 441 lbs with a full tank of fuel, the Duc gets the award for carrying the least amount of weight. Yet despite its weight advantage it’s still not as nimble as the class-leading Honda or KTM, though it still turns-in faster than the sluggish Yamaha. The chassis has favorable flex characteristics which lets you get comfortable and wick up the pace almost immediately. At lean it offers exceptional stability and delivers an astronomical level of road feel from the controls—the best of the group. As long as the road is smooth the bike comes off the corner predictably with very little effort, though bumpy surfaces tend to upset the chassis a bit more than the BMW, Honda, Suzuki, or Yamaha. Grip provided by the Pirelli Diablo Supercorsa SP’s is superior to the Bridgestone and Dunlop tires used on the other bikes and more than adequate for even police-evading lean angles. Front suspension action works well but the back does a horrible job of absorbing rough pavement just like the KTM. And when you consider how unsupportive the seat is the Ducati literally becomes painful to ride for more than an hour or so.
Massive stopping performance has always been a trait of Ducati Superbikes and the 1198S continues to keep the dream alive. In the braking test the Duc earned the runner-up spot, halting in a distance of 121 feet from 60 mph. That’s just three feet behind the BMW without the advantage of an ABS-system. Credit goes to its lack of sprung mass, chassis balance, and front brake system, highlighted by radial-mount monbloc Brembo calipers that grip down on 320mm diameter rotors and are actuated through steel-lined brake hoses and a radial-pump master cylinder. Although initial bite feels like it has been reduced slightly compared to years past it still is at an elevated level compared to the competition and on par with the class-leading BMW. Power is equally as impressive with the brakes having a ramp-type effect in which brake force ramps up even with constant pressure on the lever. Rear brake consists of a 245mm disc and a Brembo twin-piston caliper but it proved to perform weakly compared to the other bikes. Without question the Duc makes use of the slickest-looking dash. It’s made by Digitek and is identical to the one they use on their MotoGP and World Superbikes. It offers a variety of functions that can all be accessed via an up/down toggle switch on the left handlebar. The only thing it is missing is a gear position indicator. As opposed to the engine map and throttle response settings offered by the Aprilia, Suzuki, and Yamaha, the ‘S’ model provides adjustable traction control. The system runs off of independent wheel speed sensors which compare front and rear wheel speeds to detect if the rear tire is spinning. Sensitivity to wheel spin can be adjusted in eight increments (eight being the highest, one being the lowest) and can also be turned off completely. Red lights within the dash relay when the system is activated. While the system no doubt works, you have to be riding at such an insane pace on the street that its benefits are minimal. We’d rather see adjustable engine power mode selection and/or ABS (that you can still shut-off completely) incorporated as that’s more important for riding on the street, which the S1000RR offers.
The incredible valve performances of our engines are only possible because of Ducati's unique Desmodromic system, where valve closure is activated mechanically.
At high rpm it would be almost impossible for the valve to follow the steep closure profile of the cam lobe if it were relying upon a normal valve spring. With the Desmo system, the valve is closed mechanically with the same accuracy as it is opened, enabling steep cam profiles and radical cam timings.
This system is used on every single Ducati power unit including our world-beating Superbike and Desmosedici MotoGP engines.
Magnesium alloy covers
The weight-saving cam covers in magnesium-alloy are evident by their gold colour.
Its race-developed fairing design ensures perfect integration with the cooling system by providing efficient flow through the advanced, large surface area coolant radiator, which is assisted by lightweight, high flow electric fan assemblies and oil coolers.
Incredibly lightweight, the exhaust system has been engineered with a power-increasing symmetrical 2-1-2 layout that uses 52mm-57mm diameter tubing with a wall thickness of 0.8mm (0.30in). It is equipped with a catalytic converter and two lambda probes for optimum engine mapping and Euro3 conformity. The system terminates with Ducati's trademark twin under-seat silencers, delivering that unmistakable signature sound of the big bore Desmo 90° L-Twin.
1198 Testastretta Evoluzione
The Testastretta Evoluzione engine is the crowning glory of our development and the perfection of the L-Twin engine. World Superbike dominance for almost two decades is the result of continual commitment to our twin-cylinder configuration. We now share the reward for that commitment with World Championship-winning technology constantly flowing from the factory race team into our production engines.
Volumetric efficiency through the four valves per cylinder is optimised with valve diameters at 43.5mm for the inlet and 35.5mm for the exhaust.
The 1198 Testastretta Evoluzione engines are the lightest ever used in Ducati Superbikes, thanks to Vacural® technology, a crankcase vacuum die-cast manufacturing process yielding weight reductions of 3kg (6.5lbs) compared to the 1098 Superbike cases. The process ensures consistent and precise wall thickness and increased strength from absolute material purity.
Power & torque curves
The 1198 engine produces 170hp (125kW) @ 9,750rpm and a class-beating 97lb-ft (13.4kgm) of torque @ 8,000rpm.
The 1198 capacity is achieved using exactly the same 106mm x 67.9mm bore and stroke as the factory race bike.
Elliptical throttle bodies
To keep the highly efficient Testastretta cylinder heads breathing to their full potential, the injection system uses MotoGP-derived elliptical throttle bodies with an equivalent diameter of 63.9mm.
The 1198 engines all share the same attention to race-derived details.
Race-designed 1198 pistons have a distinctive double-ribbed undercrown to achieve high strength and reduced friction by using minimal piston wall surface area. Using technology developed for the Desmosedici MotoGP project, the design enables reliable operation of the 106mm diameter pistons when performing at high rpm.
Racing-type rocker arms are 'super-finished' for reduced friction and fatigue at high rpm.
The gearbox's carefully calculated specification allows the use of a high ratio 6th gear, fully enabling the speed increase achieved from additional performance modifications (suggested for track use only). Also with performance in mind and because of its high resistance to fatigue, the gears are machined from the same high-strength steel used in Ducati Corse race applications and are subjected to a shot-peening treatment that further ensures their strength.
Developed in cooperation with Ducati Corse, the lightweight Trellis frame features 34mm main section tubes with a material thickness of 1.5mm. The result is an incredibly rigid construction that remains one of Ducati's lightest frame solutions ever.
Through decades of racing and development, Ducati has proven that innovative chassis engineering and evolutionary frame advancements win races. The tubular Trellis frame, used on every Ducati motorcycle, is a signature design element.
This unique Ducati frame is light, rigid and beautiful thanks to its ingenious Trellis design and use of high quality ALS 450 tubing. Each tube is mitred and micro-fusion welded in a complex triangulated pattern and our incredibly strong L-Twin engine cases are functional 'stressed members' of the chassis.
Brembo Monobloc brakes
Machined from a single piece of alloy, Brembo's powerful Monobloc callipers achieve a higher rigidity and resistance to distortion during extreme braking. The resulting increase in hydraulic efficiency not only delivers incredible braking power, but also provides an enhanced and precise 'feel' at the brake lever. The twin Monobloc callipers each have four 34mm pistons that grip huge 330mm discs to help achieve spectacular brake performance. The weight of the discs has been kept to a minimum by employing racing-style narrow braking surfaces.
Carefully designed for aerodynamic efficiency and to hug the sleek lines of the chassis, the Superbike bodywork enables the rider to blend effortlessly into the correct riding position.
Its race-developed fairing design ensures perfect integration with the cooling system by providing efficient flow through the advanced, large surface area coolant radiator, which is assisted by lightweight, high flow electric fan assemblies and oil coolers. Aerodynamically shaped air ducts positioned just below the headlamps are precisely calculated to provide ample air delivery to the pressurised airbox.
The lightweight bodywork contributes considerably to overall performance by reducing weight, protecting the Testastretta Evoluzione engine's power output, and assisting the rider to effortlessly 'tuck in' from the wind stream and reduce drag to achieve maximum straight-line track speeds
Magnesium front sub-frame
Producing a front subframe in magnesium underlines the attention to weight-saving detail in the Ducati Superbike range. Its construction provides secure support for the headlamp, instruments and fairing, and the weight-saving around this high, forward position contributes considerably to overall 'feel' and control of the machine.
The high performance, fully adjustable 43mm Öhlins forks, which sport low friction titanium nitride-treated fork sliders, respond effortlessly to every imperfection in the tarmac. Beyond their advanced engineering solutions, one of the most important characteristics of Öhlins forks is their ability to communicate the condition and quality of the tyre-to-road contact patch, a feature that puts you in superior control.
Ohlins rear suspension
The suspension set-up at the rear features a fully adjustable Öhlins rear shock equipped with a ride enhancing top-out spring for outstanding drive and traction. An adjustable rear ride-height, independent of spring pre-load and other suspension settings, enables the perfect set-up for personal riding style or track conditions.
Ohlins steering damper
The front-to-rear Öhlins suspension package is completed with a control-enhancing Öhlins adjustable steering damper.
Marchesini 7-spoke wheels
The lightweight front wheels used on all Ducati Superbike models substantially reduces the moment of inertia, enabling a faster change of direction and enhanced acceleration and braking performances.
The 'S' and 'R' rides on beautiful black 7-spoke lightweight, forged-aluminium, machine-finished wheels by Marchesini, and are fitted with Pirelli Diablo Supercorsa SC at 120/70 ZR17 for the front and 190/55 ZR17 for the rear. These tyres have shoulder areas that maximize the contact patch and carcasses specially designed for stiffness under heavy braking and precision during high speed cornering. This precision in tyre construction enabled Ducati technicians to create extremely fine programs for the Ducati Traction Controls systems used on the bike.
The dual construction technique used for the single-sided swingarm allows the main operational components to use individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, while lightweight, fabricated aluminium sections are used to complete the construction into a single, beautifully engineered component. The swingarm is colour finished in black.
The digital display is programmed with a stopwatch function that, when enabled, can be triggered by using the high-beam flash button and each recorded time stored in a memory. After your journey or track session, the times or lap times can be recalled from the memory and scrolled through by using the instrumentation buttons on the left-hand switchgear.
Ducati Superbikes are equipped with adjustable levers that operate Brembo radial-type master cylinders with remote reservoirs. Add easy-to-use switchgear with stopwatch function and DTC and DDA management and it becomes clear that functionality plays a major role alongside performance.
The horizontal twin headlamps, a signature Ducati style from the iconic 916, are modernised with the latest lighting technology. Two polyellipsoidal units light the way with a powerful beam while maintaining an aggressive look to the front of the machine in pure Ducati Superbike tradition.
The rear light employs a specially designed strip of LEDs enhanced by a high diffusion lens shaped into the sleek lines of the tailpiece. The same LEDs are intensified for brake lights.
The directional indicators also use the latest in LED technology for illumination. The frontal indicators are beautifully integrated into the rear view mirrors.
Mirror extension kit
All Superbike mirrors come with an optional spacer kit enabling an extension of 30mm over the standard mirror stem length.
All 1198 models are fitted with a passenger seat which can easily be changed in seconds with a single-seat cover supplied with the bike. The colour-matched part gives the bike an instant racing-style rear-end.
The Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, enables you to review and analyse your performance and that of the bike's, and to make comparisons between various channels of information.
The system records numerous channels of data including throttle opening (A), vehicle speed (B), engine rpm (C), engine temperature (D), distance travelled (E), laps and lap times. It also automatically calculates engine rpm and vehicle speed data, enabling it to display gear selection (F) as an additional channel of information. An additional channel of information is now dedicated to recording the DTC index (G) which can then be viewed as a graphic trace and indicates the amount of DTC interaction during wheel-spin (Subject to model).
At the end of a ride or track session, up to 4mb of data can be downloaded ready to compare, analyse and get an inside view of the performance of both you and the bike.
Weight saving is further enhanced with the application of a carbon fibre front fender.
This pure racing digital instrumentation originating from Ducati's MotoGP project has no switches or buttons to compromise its clean, minimalist lines. Instead, information additional to the default read-outs is managed from the left-hand handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus.
The display, which has a bright white LED back lighting, presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. Additionally, it displays lap times, DTC level selected (if activated on 1198 S, 1198 S Corse and 1198 R Corse) time, air temperature, coolant temperature, battery voltage, two trips and a trip that automatically starts as the fuel system goes onto reserve.
Warning lights illuminate to signify neutral, turn signals, high-beam, rev-limit, low oil pressure, fuel reserve, DTC intervention (if activated on 1198 S, 1198 S Corse and 1198 R Corse) and scheduled maintenance. The instrument display is also used as the control panels for the DDA (DDA kit supplied as standard on 1198 S, 1198 S Corse and 1198 R Corse) and DTC systems as well as listing lap times recorded by using the high-beam flash button as a stopwatch.
Ducati were the first manufacturer to introduce a true competition-level traction control system on a production motorcycle. The Ducati Traction Control (DTC) system further underlines Ducati's technology flow from racing to production and demonstrates how solutions developed for the track can be applied to enhance performance safety on the road.
DTC uses the same software logic developed and used by Ducati Corse for their World Championship-winning MotoGP and World Superbike motorcycles and offers a choice of eight settings developed by their professional test riders and racers.
Accessible from the left-hand switchgear and displayed on the digital instrumentation, the system offers a choice of eight profiles, each one programmed with a wheel-spin tolerance matched to progressive riding levels of skill graded from one to eight. While level eight administers a confidence-building, high level of interaction from the system by activating upon the slightest amount of wheel-spin, level one offers a much higher tolerance and, therefore, much less intervention for highly competent riders.
Bore (in) : 4.17
Bore (mm) : 106
Carburetion Brand : Marelli
Compression Ratio : 12.71
Cooling : Liquid
Cylinders : 2
Displacement (cc) : 1198.4
Displacement (ci) : 73.1
Emissions Standards : Meets Euro 3 Emissions
Engine Brand Name : Testastretta Evoluzione
Engine Configuration : Longitudinal Twin
Engine Immobilizer : Standard
Engine Type : 4-Stroke
Fuel Injector : Yes
Fuel Requirements : Premium
Fuel System Type : Fuel Injected
Ram Air Induction : No
Starter : Electric
Stroke (in) : 2.67
Stroke (mm) : 67.9
Valve Configuration : DOHC
Valves : 8
Valves Per Cylinder : 4
Engine Displacement to Weight (cc) : 3.22
Horsepower (bhp) : 170
Horsepower (kW) : 125
Horsepower RPM : 9750
Horsepower To Weight (hp) : 0.47
Torque (Ft Lbs) : 97
Torque (Nm) : 131.4
Torque RPM : 8000
Final Drive Ratio : 2.53
Gear Ratio (1) : 2.47
Gear Ratio (2) : 1.76
Gear Ratio (3) : 1.35
Gear Ratio (4) : 1.09
Gear Ratio (5) : 0.96
Gear Ratio (6) : 0.88
Number Of Speeds : 6
Overdrive : Yes
Primary Drive (Engine / Transmission) : Gear
Primary Drive (Rear Wheel) : Chain
Reverse : No
Transmission Type : Manual
Steering & Suspension
Air Adjustable : No
Front Adjustable Fork Pre-Load : Yes
Front Adjustable Rebound Damping : Yes
Front Central Suspension Strut : No
Front Fork Diameter (in) : 1.7
Front Fork Diameter (mm) : 43
Front Suspension Brand Name : Ohlins
Front Suspension Type : Inverted Fork
Front Travel (in) : 4.7
Front Travel (mm) : 120
Number Rear Shock Absorbers : 1
Rear Adjustable Rebound Damping : Yes
Rear Adjustable Shock / Spring Pre-Load : Yes
Rear Suspension Brand Name : Ohlins
Rear Suspension Type : Single Sided Swing Arm
Rear Swingarm Material : Aluminum
Rear Travel (in) : 5
Rear Travel (mm) : 127
Steering Damper : Yes
Chromed : No
Front Wheel Diameter : 17
Front Wheel Width (in) : 3.5
Rear Wheel Diameter : 17
Rear Wheel Width (in) : 6
Tube / Tubeless : Tubeless
Wheel Brand Name : Marchesini
Wheels Composition Forged : Aluminum
Front Tire (Full Spec) : Pirelli Diablo Supercorsa SP 120/70 ZR17
Front Tire Aspect Ratio : 70
Front Tire Speed Rating : Z
Front Tire Width : 120
Rear Tire (Full Spec) : Pirelli Diablo Supercorsa SP 190/55 ZR17
Rear Tire Aspect Ratio : 55
Rear Tire Speed Rating : Z
Rear Tire Width : 190
Tire Brand : Pirelli
Brake Brand Name : Brembo Monobloc
Front Brake Diameter (in) : 13
Front Brake Diameter (mm) : 330
Front Brake Type : Dual Hydraulic Disc
Front Caliper Pistons : 4
Rear Brake Diameter (in) : 9.7
Rear Brake Diameter (mm) : 245
Rear Brake Type : Hydraulic Disc
Rear Caliper Pistons : 2
Adjustable : Yes
Backrest Logo Plate : No
Grab Rail or Strap : Standard
Number Of Seats : 2
Seat Height (in) : 32.2
Seat Height (mm) : 820
Seat Location : Driver and Passenger
Seat Specifications : Standard
Seat Tail Cover : Standard
Seat Type : Two-Piece
Belt Guard : No
Body Material : Plastic
Brush Guard : No
Carburetor Cover : No
Chain Guard : Yes
Choke Knob Cover : No
Construction : Standard
Drive Shaft Cover : No
Drive Shaft Guard : No
Exhaust Guard : Yes
Exterior Covers : Standard
Exterior Guards : Standard
Foot Peg Location : Driver and Passenger
Foot Peg Material : Steel
Fork Guards : Yes
Frame : Steel / Magnesium
Front Fender : Standard
Front Fender Material : Carbon Fibre
Hand Grip Material : Rubber
Hand Grips : Standard
Hand Guards : No
Heel Guards : No
License Plate : Standard
Light Guard : No
Lower Fairing : Standard
Rear Fender : Standard
Rearview Mirrors Folding : Yes
Saddle Bag Guard : No
Spoiler : Standard
Stand : Standard
Stand Type : Kick
Tank Guard : Yes
Upper Fairing : Standard
Fuel Capacity (gal) : 4.1
Fuel Capacity (l) : 15.5
Fuel Capacity Reserve (gal) : 1
Fuel Capacity Reserve (l) : 4
Capacities : Standard
Comment : Standard
Dimensions : Standard
Dry Weight (kg) : 169
Dry Weight (lbs) : 372.5
Handlebar Lock : Standard
Height (in) : 43.3
Height (mm) : 1100
Introduction Year : 2009
Length (in) : 82.6
Length (mm) : 2100
Major Revision Year : 2009
Manufacturer Country : Italy
Manufacturer Recommend Minimum Age 1: 6
Manufacturer Type : Superbike
MIC Model Segment : ON-HWY Sport Bike Over 750cc
Previous Model Year Accessories : Yes
Rake (degrees) : 24.5
Revision Status : Carryover
Service Reminder : Standard
Weight : Standard
Wheelbase (in) : 56.3
Wheelbase (mm) : 1430
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