2009 Ducati 1198S: MD First Ride

There isn't a better place in the world to introduce the Ducati 1198 and 1198S than the new Algarve circuit in Portimao, Portugal. The final round of the WSB championship was held on this spectacular track, full of undulation and impressive curves, with modern buildings set upon incomparable pastoral scenery. A race that again saw Troy Bayliss as the World Champion . . . only his latest accomplishment in a glorious and heralded career.

Along with the rest of the press and test riders from around the world, I was among the first mortals that rode on this racetrack. The track is a propitious and appropriate place to explore the limits of our new protagonist.

The press event deals with the two models, the 1198 and the 1198S, but our test is exclusively concerned with the S. Even though the structure, chassis, styling, and the basic engine components are all shared between the two models, the 1198S is the one with the "top shelf" components and features. Consequently we will focus exclusively on the 1198S.

The chassis of the new bike is essentially identical to its predecessor, the 1098S. A tubular frame, forged seven-spoke Marchesini wheels, a single-sided swingarm (a different one is optional to accommodate a 200-series width tire), top-of-the-line adjustable Ohlin shock and forks, radial-mount Brembo calipers and 13.0-inch front floating rotors. The base 1198 has a more conventional chassis (including heavier aluminum wheels) and lacks the ability to integrate traction control.

On the other hand, the only differences between the new 1198S and the unapproachable (by price, which is 36,000 Euros) and exclusive 1098R are the R's carbon-fiber composite body work, free-slowing competition exhaust, titanium connecting rods, and the Ohlins rear shock absorber with TTX.

The main virtues of the 1198S are the engine improvements and its traction control system, a subject that deserves a fair bit of discussion.

Compared to the older 1098S, the new bike has an increase of 100cc, lightened pistons, a more balanced crankshaft, larger diameter and oval-shaped fuel injectors (with 12 orifices to more finely atomize the fuel), and a three-kilogram (6.6 pounds) lighter crankcase. Horsepower is raised to 170 at 9750 rpm and torque increases by 13.4 kgm. The new engine is within 10 horsepower of the racing version in the R. Most importantly, the engine functions and drives sweetly and responsively, and, thanks to the gearbox with revised gear ratios, the new bike pulls more energetically. First and second gears are longer and perfectly complement the power delivery.

To illustrate my point, on the back of the 1098R the acceleration forces one to hold on tight to avoid being kicked off by its brutal punch. Indeed, it makes one feel like a rag flaying in the wind. With the new 1198S the acceleration is equally fierce, but one's body can more easily stay with the bike, more relaxed and always with the controls at reach and easily manageable.

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