Auto's & Moto's » Ducati

Ducati 848: As Prada to Vuitton

admin — Tue, 13 Jan 2009 11:09:56 +0000

The parking lot encircling the hotel was packed, despite it being a weekday. Among a sea of rental fleet specials, a leviathan tractor trailer was parked, taking up four parking slots and the adjacent lane. The Ducati Corse livery, bright rosso paint and the anticipation of what lay within, triggered salivation like a Kobe steakhouse. The Ducati reps greeted us and promptly started offloading the bikes – the new Monster 696, a Hypermotard S and a beautiful, red 848. Wait…no, it’s a 1098, followed by an 848, in yellow. No, that one’s a 1098 also. Which one is the 848? More importantly, which one is mine? My uncertainty is easily apparent, as the Ducati rep catches me peering around the bikes for the side decals; the only way I can discern my ‘middleweight superbike’ from the 1098.

Confusion picking the 848 apart from its larger sibling is understandable and represents both the main point of criticism and praise of it; the 848 is identical to the 1098 in its outer beauty. The 1098/848 are perhaps the most gushed-over bikes to come out of Bologna since the 916. Since the controversy over the love-it-or-hate-it, ‘design exercise’ styling of the 999/749, the somewhat more conventional clothing of the current siblings have that mass appeal that even a non-motorcycle aficionado can appreciate. Whether in red or unconventional white, the 848 is not for introverts: heads will turn and eyes will cast jealous stares in the direction of this Italian stunner.

Criticism of the 848 tends to focus on the fact that it’s essentially a 1098 with a few cheaper components and a smaller engine. Those critics clearly side with the ‘tank is half empty’ argument. Sure, the 848 lacks the traditional dry clutch of its predecessors and its bigger brother, but the wet clutch setup makes for easy modulation and greater durability, as well as a decent weight savings. The ‘lesser’ Brembo calipers may not be as beefy as those on the 1098, but the initial bite is far tamer. To state that the 848 is simply a smaller displacement 1098 is like saying Prada is simply a lesser brand compared to Vuitton. Despite the fewer cc’s. the 848 features an all-new Testastretta Evoluzione powerplant churning out more power than the 749 while shedding weight faster than a supermodel prior to a Vogue photoshoot. In spite of the displacement reduction, the engine is incredibly smooth in its linear power delivery and certainly doesn’t leave its rider in want of more power; if anything, the 1098 chassis feels better suited with the smaller twin for street riding.

The ergonomics of the bike are somewhat misleading. The steeply raked nose and long, narrow tank make the handlebars appear far out of reach of the seating position; combined with the wafer-thin seat and ultra-narrow profile, the 848 looks about as comfortable to mount as a Philippe Starck recliner. But it’s really not that bad.

Upon straddling the bike, I wasn’t as stretched out as the long profile suggested, and the seat had substantially more give than it appeared. My only complaints stem from certain design elements; the fairing along the trellis frame ahead of one’s knees has a tendency to rub the fairing screws into the tender part of a rider’s shins, and the raked angle of the fairing stay becomes an issue with low speed maneuverings, whereupon fingers are easily pinched between the clip-ons and cowl. The lack of an indicated redline on the otherwise fantastic MotoGP-derived instrument pack induces hooliganism simply to see how high the Testastretta twin will sing.

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Ducati 848: As Prada to Vuitton
Auto's & Moto's

Ducati dream machine

admin — Wed, 07 Jan 2009 10:27:51 +0000

IMAGINE owning a superbike that punts out a massive 168bhp of raw V-Twin power with 97lb/ft of torque.

Now imagine hitting a corner apex and whacking that throttle open as hard as you can. Now imagine that instead of history’s biggest highside, you’re greeted by a gripping tyre that propels you out of the corner and into the distance, in a way that no other production superbike could ever manage, just like you were some kind of Casey Stoner riding clone.

You’ve just imagined riding the brand new toy from the land of Spaghetti and red dream machines – Ducati’s 1198 S.

It was only two years ago that Ducati brought out three versions of its stunning new superbike, the 1098. The £12,000 base model, the £14,000 higher-spec S, and the £24,000 World Superbike-derived, all-singing all-dancing R version. Of course, there’s also the £40,000 MotoGP-derived Desmosedici RR but that’s an altogether different kettle of fish.

Now Ducati has updated its flagship by giving the 90° V-twin Testastretta Evoluzione engine 100cc more and fitting it into two versions of 1198, the base-model Biposto (that’s two-seater in Italian), and higher-spec S.

The engine’s increased bore and stroke brings capacity up to the 1,200cc limit for V-twins in the World Superbike championship, which Troy Bayliss won in 2008 racing the 1098. The 1198’s improved engine also gets new crankcases and bigger valves, all of which increases maximum power by 10bhp all the way across the rev range, and boosts torque.

But the high-tech gadget that lets you use every last drop of that performance is the Ducati Traction Control (DTC) fitted to the 1198 S.

Much has been written about the way 2007 MotoGP champion Casey Stoner rides his Ducati – how he whacks the throttle open from the apex, letting the bike’s electronics control the power and torque output to secure grip. This is exactly what the 1198 S’s DTC does, but on a production machine. This MotoGP-derived technology has the ability to turn a ham fisted throttle jockey into a riding sensation.

DTC was initially fitted to the 1098 R, but ironically this first production version of the technology could only be used on race bikes (which the R is). That older system destroys catalytic converters by dumping fuel into the exhausts when a reduction in torque is required. But the new system cuts off the fuel supply rather than the spark that ignites the fuel, so the catalytic converters aren’t affected. And that’s got to be more environmentally friendly too.

But the 1198 S is not just about corner exits. It’s also about the way it flies down the straights at warp speed with a delicious Ducati drone emanating from the exhausts, the way it turns fluidly into corners, the way it handles like a dream.

Not only has Ducati shed weight from the updated model but it’s removed it from strategic places such as the front of the bike to improve agility. The 1198 flicks from side to side with incredible ease and holds a tight line.

Uncharacteristically for a Ducati however, it can feel flighty when you’re properly on it. You can stop this though through careful suspension set-up to suit you and your riding style – and you might as well make the most of the state-of-the-art components as they’re adjustable every which way and really do make a difference to the bike’s behaviour.

Visually, there’s not much that distinguishes the new 1198s from the 1098s. The standard 1198 Biposto gets new 10-spoke alloy wheels, while the higher spec S is fitted with MotoGP-derived forged and machined seven-spoke wheels. There’s also the new 1198 designation on the side of the fairing and a new dash, and a gold-coloured frame for the S. But that’s about it.

However, Ducati has made another useful improvement to its flagship’s road-worthiness and this time it’s to something somewhat more conventional than DTC – the mirrors, whose longer stems let you see a little more than just your elbows in the reflection.

The Biposto will set you back £11,950, but there’s no DTC to brag about to your mates. The S version however costs three grand more at £14,950. But if the bank manager’s given you the nod to spend that kind of money in the first place, you might as well go that extra mile and turn yourself into a riding god with the 1198 S.

FAST FACTS

Ducati 1198 S

Price : £14,950

Mechanical : 1,198cc, 90° V-twin, 8 valves, dohc desmodromic, liquid cooled

Performance : 168bhp @ 9,750rpm, 97lb/ft @ 8,000rpm

Fuelling : Marelli electronic fuel injection, oval section throttle bodies

Transmission : Six gears multiplate, chain final drive

Chassis : Tubular steel trellis

Suspension : (F) Öhlins 43mm inverted forks (R) Öhlins monoshock, fully adjustable. Aluminium single-sided swingarm

Brakes : (F) 2 x radially-mounted Brembo Monobloc four-piston fixed callipers, 330mm discs (R) Brembo 2-piston caliper, 245mm disc

Weight : 169kg dry

Wheelbase : 1,430mm

Fuel tank : 15.5 litres

Seat height : 820mm
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Ducati dream machine
Auto's & Moto's

Ducati Wants Coolest Monster 1100S

admin — Thu, 11 Dec 2008 09:27:48 +0000

Ducati North America is pleased to announce a customization contest as part of the forthcoming Ducati Monster 1100 S showroom premiere.

In order to launch the Monster 1100 S to the public in real monster style, Ducati has launched a dealer contest to see who can build the best custom Monster. As the original custom-ready naked bike, the new Monster 1100 S is ready for modifications, and the gloves are coming off in a contest to build the best.

Fifty-eight dealers in the US and Canada have taken delivery of a body panel set in order to begin paintwork on the dealership’s dream Monster; and all have accessories in house waiting to be fitted on the dealership’s first bike. The results promise to be nothing less than spectacular and will launch the Monster with a bang.

The Ducatti dealers will have two weeks over the holidays to build their custom; and their bikes will be unveiled to customers over the National Premiere weekend, January 9-10th. The weekend will celebrate the individuality and personal expression inspired by Ducati’s original naked bike and highlight the vast potential of the Monster 1100 S.

For a list of participating dealers, and to vote for the coolest custom Monster, please visit www.ducatiusa.com; where the contest will run January 1st through January 13th.
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Ducati Wants Coolest Monster 1100S
Auto's & Moto's