If it's got blue-and-white curbs, it's either Donington Park or Jerez. Sunshine suggests the latter.
The ECU provides adjustable traction control, the same system used on Troy Bayliss' Superbike and Casey Stoner's MotoGP bike. We started with the system on level 4 of 8, with 8 being the most intrusive. To make the bike spin more and cut out less, I went from 4 to 2. The DTC is awesome! Crack the throttle mid-corner at level 4 and the ECU cuts subtly, with the sound of a slight misfire. The system compares wheelspin to what the rider wants, so you can increase throttle and the system lets the bike slide a little farther before cutting in again. I wasn't able to tell if DTC let me lap any quicker, but I could feel the benefit if I made a cock-up. You either put your faith in this system or ride conventionally.
The traction control is very nice if you're into track days or fussy about not lobbing your pride and joy on some wet roundabout. You only have to worry about low-siding or losing the front. What amazed me was that I could wheelie the 1098R the length of both straights at Jerez. The front wheel stopped, but the DTC didn't kick in. Clever, eh? The slipper clutch is one of the best yet. It let me go from fifth to second at 10,500 rpm as fast as I could change. No over-rev and no locking up-just enough engine braking to slow and load the front perfectly.
Former AMA and World Superbike Champion Scott Russell attended the U.S. press launch of the 1098R, and said the bike could have won every race he'd ever been in, including the 500cc GPs. He's planning to come out of retirement to race a Jamie James Yamaha in Superstock at Daytona this year.
The engine literally pulls from nothing. It takes time to adjust to the power. I kept getting caught out-before I had time to think about changing gear, the limiter cut in and all of a sudden warp was halted. The limiter saves the valves from bouncing off the pistons, so the R stops in its tracks if you're not paying attention. It hates going beyond 10,500 rpm.
The first two gears are from the standard 1098 and they're a little short. I would've shortened overall gearing to use fifth on the straights at Jerez, but then second would've been unusable in the hairpins. Third through sixth are longer ratios. If I let the rpm wander past 10,500, it took a moment to compose itself. I'd select third and a slight hesitation would let Fabrizio gain 10 yards. He was shifting earlier and his drive was visibly better. When I used the 7000- to 10,000-rpm range, my lap times improved by 1.5 seconds. Point proven.
Off The Record
Tim Carrithers
If your financial situation looks anything like mine, $39,995 sounds like an insane amount of money to spend on a motorcycle. I mean, is it really worth 3.448 '08 Honda CBR1000RRs? The 1098R is for people who can spend that much on a watch. For the rest of us, the sad fact is the bike really is that good. You could hand Kevin Erion the keys to that new 1000RR and a check for $28,396, but it's hard to imagine the result could be any better. The Ducati is essentially miserable almost anywhere but the track or some deserted stretch of serpentine pavement, but it is so close to perfect in either of those environments that imperfections surfacing elsewhere aren't worth talking about. And since the price of admission is 2.025 times what I paid for my car, neither is the prospect of owning one.Age: 49 Height: 6' 3" Weight: 210 lbs. Inseam: 34 in. | 
Off The Record
Brian Catterson
Inevitably, buyers will compare the price of the Ducati 1098R to that of Japanese literbikes and cry foul, like Tim just did, and there's little argument for that. But for those who can afford the high price of admission, I'll suggest a more favorable comparison: The $39,995 1098R costs just .551 times as much as the $72,500 Desmosedici RR. Sure, the latter is an ultra-exclusive collectible likely only to increase in value. But if you're actually going to ride it, the 1098R is a better bet. For one, you don't have to worry about being bike-jacked, or having entire message-board threads devoted to what a yutz you are for wadding it. And second, I'd be willing to wager that, thanks in large part to traction control, the 1098R will get around a racetrack quicker. Now that's a comparo I'd like to do!Age: 45 Height: 6' 1" Weight: 210 lbs. Inseam: 34 in. | |
Dyno
Just look at those curves. The quickest-revving twin in the business makes 80 lb.-ft. and 107 bhp at 7000 rpm, and the party is just getting started. From there on, your biggest challenge is keeping the front Pirelli on the pavement.
Ergos
Bars situated close to the seat and 18 inches of legroom are best suited to medium-height humans, short distances and high rates of speed. The end result is quite humane for what's essentially a World Superbike contender with a license plate.
2008 Ducati 1098R
Price: $39,995
Hard Parts | | |
Tech Spec
Engine type: l-c 90-degree V-twin
Valve train: DOHC, desmo 8v
Displacement: 1198cc
Bore x stroke: 106.0 x 67.9mm
Compression: 12.8:1
Fuel system: Marelli EFI
Clutch: Dry, multi-plate slipper-type
Transmission: 6-speed
Frame: Tubular-steel trellis with single-sided aluminum swingarm
Front suspension: 43mm Ohlins fork, adj. spring preload, comp. and rebound damping
Rear suspension: Single Ohlins TTX shock, adjustable for spring preload, compression and rebound damping
Front brake: Dual four-piston Brembo Monobloc calipers, 330mm discs
Rear brake: Dual-piston Brembo caliper, 245mm disc
Front tire: 120/70ZR17 Pirelli Dragon Supercorsa SP
Rear tire: 195/55ZR17 Pirelli Dragon Supercorsa SP
Rake/trail: 24.5/3.8 in.
Seat height: 32.2 in.
Wheelbase: 56.3 in.
Fuel capacity: 4.1 gal.
Weight (tank full/empty): 422/397 lbs.
Measured horsepower: 155.8 bhp @ 9500 rpm
Measured torque: 87.2 lb.-ft. @ 7750 rpm
Fuel mileage (high/low/avg): 33/30/31 mpg
Colors: Red
Available: Now
Warranty: 48 mo., unlimited mi.
Contact: Ducati North America10443
Bandley Dr.Cupertino, CA 95014
408.253.0499
http://www.ducatiusa.com