
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.
In addition, the traction control comes on more softly and is more useable on the street. Yes gentlemen, were we to buy an 1198S we could drive it on all the roads, in all conditions, with total security and confidence.
Another innovation given to us by the 1198S is the DDA (Ducati Data Analyzer) that stores data on a small USB drive — lap times, fast lap, peak rpm, max speed, distance-keeps all of the data lap after lap, but unlike the previous generation, the new DDA keeps track of the traction control system’s intervention. We can now visualize and analyze the traction control level (1 through 8) that we chose, and how, where, and to what degree it caused the traction-control system to intervene. With that information, we have a great tool to improve our times and our riding on the track.
To reduce weight and improve the performance of the lights, Ducati has gone so far as to use magnesium reflectors for the headlights (which reduce weight by 400 grams and reportedly improve light output). Another improvement is the adjustability of the rear-view mirrors that can now extend further out to improve visibility.
Now that Christmas is approaching, presents are on everyone’s minds. Ducati gave us a great one at Portimao with the presence among us mortals of the incomparable and irreplaceable Troy Bayliss. Yes, he spent time with me during the test, and he was a big help in understanding the handling, behavior, and finer points of the 1198S.
It is impossible to describe how well the 1198S rides without the use of the R for comparison. What I like most about the S is the way the power builds. It doesn’t require that one be a racer to enjoy it. It is the complete opposite of the brutal and peaky power delivery of the R, which is a bike that is destined to be for collectors and track-day junkies. That same refinement extends to the handling under braking and acceleration. The bonus is that the 1198S is so much less expensive.
After I got to know the track, the feedback and grip provided by the front tire gave me the confidence to tackle late apex corners aggressively. The 1198S allowed me to establish a smooth and consistent rhythm and (for me at least) good lap times. The only place where the bike seemed out of its element was near the track’s entrance, where particularly rough pavement worked the suspension and the tires to their limits.
This is a great track to ride with its variety and challenges. The biggest thrill is the uphill ramp that ends with a jump into the downhill section. Here the power of the engine stands out, and the rider has to be careful not to attack the rise too aggressively. In addition, handling the “jump” correctly places one in the correct position for a second rise where the traction control plays an important role. At the end of the straight, the spectacular brakes strut their stuff. The confidence this bike gave me on a new track led to one of my most memorable and pleasurable times on two wheels.
In the end, if you love the essence of a racing motorcycle, but lack the razor sharp skills (and the pocketbook) to take advantage of a 1098R, the 1198S could be your (less expensive) ticket. For additional details and specifications, visit Ducati’s web site here.