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 »»]]> 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
Source

If you’re the same then you’ll love the Ducati Monster range.

The Ducati Monster was originally designed by Miguel Angel Galluzzi (god bless him!) and was first launched by the Bologna superbike firm in 1993.

It »»]]> I don’t know about you but I like them beautiful, naked, noisy and lively; bikes that is!

If you’re the same then you’ll love the Ducati Monster range.

The Ducati Monster was originally designed by Miguel Angel Galluzzi (god bless him!) and was first launched by the Bologna superbike firm in 1993.

It is a testament to Galluzzi’s vision that the Monster now accounts for half of Ducati’s overall sales.

Like all of the best Ducati’s the Monster is an 90 degree v-twin, often called an L-twin. It has the now infamous desmodomic valve engine lovingly cradled within a tubullar steel trellis chassis.

With its initial launch in the early 1990s Ducati introduced three Monster options; M600, M750 and M900.

The M900, was the first model released in in 1993

The M600 followed a year later in 1994 and the M750 finally graced our shores in in 1996.

Later on a smaller displacement model, the M400, was developed for those countries where the tax system punishes the ownersof large capacity, high performance bikes.

The M400 was mainly aimed at the far east and pacific rim,although it was also sold in Ducatis native market;Italy. The M400 had the same engine components as the M600 but had a shorter stroke crankshaft and smaller diameter pistons.

The design of the Monster remained pretty much unchanged until around 2000, when fuel injection was added to the M900. In 2001 Ducati unveiled the S4, adding a liquid-cooled 4-valve Superbike to the range.

2001 also saw the addition of improved braking capacity using semi-floating front disc brakes with Brembo four-piston calipers, weight was further reduced with much lighter Brembo wheels, and suspension was upgraded to 43 mm Showa inverted forks.

In 2002 a special edition, the first of many; the S4 Fogarty was offered. To guarantee exclusivity it was limited to a production run of 300.

Between 2005-7 the Monster freak could choose from six basic models: the 695, 696, S2R 1000, S4R Testastretta, S4R S Testastretta, and S4R S Tricolore.

The Monster 695 replaced the Monster 620 and was the foundation of the range and offered the greatest power per CC of any Ducati air-cooled engine to date.

The new flagship model;the S4RS Testastretta was a beast and employed the engine from the 999 Superbike and was supplied with Öhlins suspension front and rear and radial front brakes.

The Monster 696 was officially launched in early April, 2008 in Barcelona. It soon became the best selling Monster in the history of the range.

Ducati Followed rapidly with the awesome Monster 1100 in September 2008.

http://www.ducatimonster.org

This was Based on the Monster 696, but came with a much larger 1100cc engine, radial brake calipers and a single-sided swing arm.

A sportier edition,the 1100 “S” came with upgraded Öhlins suspension.

Weight savings such as a lighter crankcases and a single-sided swingarm that is 11lb lighter than the

1098 sports bike’s, contribute to making the 373lb bike the lightest in its class.

The Monster has lots oodles of torque much of which is delivered well before the 6,000rpm peak.

It is the torque, combined with lightness that make the Monster so popular.Above 2,000rpm the bike is a delight to ride on tight twisting roads.There may be more powerful bikes but show me something more fun to ride than the Monster and I’ll eat my crash helmet.

For a Ducati the Monster is well priced and relatively cheap to maintain and run.The tank is quite small but even the 1100 will see 50mpg if you don’t strangle the throttle too much.

Gerald Peters

http://www.ducatiforsale.co.uk/blog

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