Road test of Ducati1198 S 2009 To challenge Bayliss to a duel

the new 1198 is the most obvious example of Ducati's philosophy of sharing racing technology with its users. On the fantastic new Portimao circuit, Ducati also shared another gem with us: Troy Bayliss showing us the way on the Portuguese circuit. A demonstration like this doesn't come along every day.

the 1198's boiler comes viciously to life, like a vicious animal. It's narrow and agile like a cheetah, but with the roar of a lion. This contrast turns it into an event in itself just by pushing the starter button. As a result, the 1198cc twin beats off in a way that would intimidate even one-liter 4-cylinder riders. The 1198 is simply thrilling from start-up to the moment the key comes out of the ignition.

as Troy Bayliss needs no time to adapt here, he's the one guiding us around the circuit for our first session. Nobody in the world knows more about going fast on a Ducati Superbike than he does. It was a privilege to follow this man for the first few laps, even if I didn't really follow him as I was more focused on the limits of power and how not to go flat out when the pace picked up.

to help me out, I set the DTC (the Bolognese brand's traction control) to level 4. I really found it a remarkable way to learn a new circuit and a new bike bursting with power. While ABS is a safety device for everyone, traction control is a safety measure for the big guns. For riders so far, but Ducati is considering how its race-model traction control system can be used on all standard motorcycles. DTC could, for example, correct the machine's traction when exiting a traffic circle on wet pavement, making it a safety measure on the road too, not just on the racetrack.

what I really like about this system is its adjustability and flexibility. The DTC has 8 different level settings, with level 8 being the most involved in driving. DTC can also be deactivated. Fast riders like Troy Bayliss will choose from level 2 to no traction control. Compared to Suzuki's less advanced system (power mode selection), you can't change the selected mode while riding. This is a safety measure, but I'm sure you'd like to be able to play with it during a riding session. Let's say you're riding your 1198 all day and suddenly it starts raining. Rather than stopping to change to a stricter level of DTC preventing wheel rotation, I'd like to be able to adjust it while riding.

the system on the 1198/1198 S differs from the 1098 R in that Ducati allows the DTC to cut power at fuel injection rather than ignition. This prevents unburned fuel from entering the exhaust and damaging the catalytic converter. The result is the adaptation of true traction control to a perfectly road-legal motorcycle.

what's it like riding with Traction Control? Well, I started with a cautious level 4 and then lowered it to level 2. If Traction Control is activated, red lights will appear above the rev indication. They light up progressively over a range of 4 stages, where DTC intervenes progressively; a large red light shows when the system is acting at 100% to prevent the rear wheel from spinning. In action on the magnificent Portimao circuit, it's quite difficult to pay attention to the on-board instrumentation as there's so much to manage at the same time. The circuit may look straight on a map, but in fact it's a big 8, and there's a fair amount of gradient, climbs, descents, peaks and blind corners.

we come to the top of a blind ridge just before the Craig Jones turn and suddenly the track drops right in front of us, down a steep slope where wheelies are hard to avoid. Nothing nasty, but a good old-fashioned feeling just the way we like it. The track was slippery in some sections, but the DTC was on the alert, limiting slippage and anything else that might frighten you with 170 hp in the pistons. It also allows you to concentrate and be careful with the front end, which is excellent but not controlled by electronics. Riding the 1198 S on this track is mind-blowing.

the Ducati 1198 sends out not only 170 horsepower from its superb, powerful twin, but also 131 Nm of torque at 8,000 rpm. That gives you an idea of the kind of thrill-seeking machine we're talking about here. The S version also weighs 2 kilos less than the standard 1198 (mainly due to lighter wheels), and with a dry weight of 169 kilos, the power-to-weight ratio is ultimately 1:1. Portimao's long straight is 969 meters long, but due to a very fast straightaway, I could see 200 km/h before I attacked the straight, and over 260 km/h before I cautiously attacked the brakes.i say cautiously, because the Baylisstic missile, using the brakes to the full, was just a dot at the end of the straight after taxing me under braking. A demonstration from the master. Brembo's monoblock brakes are as brilliant as they are controllable, and on a machine as stable as the 1198 S, the only limit is how much pressure you dare apply. Öhlins' fully-adjustable suspensions also play a part, and the settings provide excellent damping on the machine. The standard 1198, without the Swedish equipment, is more prone to wheelies - perhaps I should have stiffened the rear shock a little to calm the nerves, but we're not going to get hung up on one or two rear wheels.

the twin's 1198cc potato-like power is seriously addictive. What a joy this engine is! It's such a pleasure to ride, and at around 8,000 rpm, the torque surges - I can tell you I had a big banana under my helmet. The engine pushes hard, very hard, with a more brutal behavior that's completely different from that of a GSX-R 1000 or R1. Power arrives in a very linear fashion, but it's there, very available, right from the bottom of the rev counter.

to transform all that power, you need the right tires, and that's why the 1198s adopt the new Pirelli Diablo Supercorsa SC rubber. There's the usual 120/70-ZR17 at the front and 190/55-ZR17 at the rear. These tires have been validated up to 320km/h, which should be enough for the intended use ;-). They have been designed in the spirit of the 1198: the sidewall zones are designed to maximize contact with the track, and both the length and carcass have been specially designed for optimum rigidity under hard braking and greater precision when cornering at high speed. The S version is fitted with ultra-light 7-spoke rims, while the standard 1198s are fitted with slightly heavier 10-spoke wheels.

as for ergonomics, the 1198 S is virtually identical to the previous 1098 and the 848. It's a true thoroughbred, and you'll feel it in your limbs after a ride in the saddle. "No pain, no results" as they say at Ducat'.

i'll tackle a couple of practical details to finish. The 1198 S now embeds the DDA (Ducati Data Analyzer) with twice as much memory compared to previous models. This implies 4 MB of storage, which should make it possible to store data for 2 full laps of riding. The 1198 doesn't come with this as standard. Also available as an option, you can choose a spacer kit for the rear-view mirror stems when your elbows become too boring to look at. It's worth noting that the attractive, streamlined mirrors reflect almost exclusively your arms. A closer look at the S model's special features reveals that this model is no longer distinguished solely by its Öhlins suspension and lighter wheels.but also by its electronic aids, which make all the difference and reveal a more interesting package than a standard 1198 to which one would add multiple add-ons.

conclusion

the Ducati 1198 S is quite simply a fantastic sports bike. The power of the Desmoquattro is phenomenal and truly addictive. The traction control is a high-tech device straight out of racing that works incredibly well. These days, Ducati doesn't do things by halves, and its road bikes benefit from track experience more than any other manufacturer. The Ducati 1198 S does cost a lot more than a Japanese 1000cc hypersport, but this is perfectly justified by the many reasons, features and performances of this superbike.

by Tor SAGEN - Photos: Milagro