Soup Test Ducati 1098R: The "R" Stands For "Riot" by dan coe
Tuesday, March 18, 2008
When Ducati Corse CEO Claudio Domenicali sought true equality in WSBK racing for his signature V-twin amongst the world's formidable Japanese fours, it was the result of pure racing necessity that the "R" version of the 1098 began its life.
Soup was extended an invitation to ride Ducati's 1098R at the undulating Jerez racing circuit in southern Spain while, at the same time and with the help of Xerox, they also unveiled the factory 1098R World Superbike and introduced young Michel Fabrizio to the world's press.
Admittedly, we were eager to test the most powerful twin ever to roll from Ducati's Borgo Panigale factory and, by the next morning, both a new 1098R and the entire Jerez circuit was ours for the taking. Who needs Santa when your host is Mr. Domenicali?
Nearly 1200cc, but still a 1098 in spirit.
While the 1098R shares its nomenclature and visual appearance with its now very familiar 1098 namesake, from the inside looking out, it is far from the same. Yes, in livery and rolling components, the "R" is actually quite similar--virtually twins (in more than one sense of the word)--hence, the reason Ducati perpetuated the 1098 nameplate with the "R." The two machines share the same frame, swingarm, Ohlins front suspension, forged wheels, billet monoblock brakes, and even the instrumentation. However, above and within a sleek new carbon fiber belly pan, the engine has been completely changed.
Complying with the new World Superbike 1200cc maximum-displacement regulations, Ducati expanded the engine to 1198.4 cubic centimeters of V-twin power. WSBK requirements dictate that very few engine components may differ from those used in the true road-going counterpart so, with the exception of spark plugs, 2-ring race pistons, optional transmission gear ratios, a lighter flywheel, rebalanced crank, and missing starting motor components, all of the engine's other internal parts represent the best pieces Ducati could source for homologation. So at least for this model year and the rigors of homologating such a focused production superbike, the specialized components contained within the standard machine will be what consumers will actually be buying. For the first time in Ducati's history, this 2008 production model has never been closer to the factory's true race bike.
Presently, WSBK racing regulations require that Ducati's spectacular new twin incur penalties in both weight and intake restrictions so, at the start of this racing season, the "R" models under Troy Bayliss, his young teammate Michel Fabrizio, Biaggi, Xaus, Lanzi, and select others riding the Ducati 1098R will each race a machine weighing 369.6 pounds, while all of their four-cylinder competitors are allowed to start the race at 356.4 pounds, and with an automatic two-horsepower advantage. Ducati's other FIM-imposed handicap at the season's opener, the new machine with its gaping OE 63.9mm oval throttle bodies will be air-restricted (NASCAR-style) to a rather conservative number of 50mm. Neither of these imposed deficits is set in stone, and both the weight and air-restriction diameters may subjectively be changed depending on future race results. In reading the next paragraph and doing the simple math, at least in total machine weight and induction capacities, a known and unchanging fact is that owners of standard road-going 1098Rs will receive certain advantages that even the world's best won't get.
Finding speed, and strength, in numbers.
All told, with weight reductions achieved in engine, exhaust, chassis components, carbon-fiber body panels, and an aluminum subframe (made possible because it's not intended to support a passenger), the "R" has a claimed weight of 363 pounds, a whopping 13.2 pounds lighter than the smaller-displacement 1098S. Entirely new sand-cast cases contain the key to the 1098R's improvements. At the heart of the huge 106mm x 67.9mm twin is a fully machined and polished crankshaft, now hardened with a deep-gas Nitride finish. The crank has been made 22% lighter using minimally sized, "pork-chopped" flywheels, each containing tungsten inserts for balance. Fit to the crank are a pair of Pankl nutless titanium connecting rods that represent another 29% weight savings over the steel con-rods in the 1098. Atop the rods are new lightweight 106mm pistons forged of proven RR58 alloy--a material that Rolls Royce found superior for use as pistons in British fighting aircraft during WWII. The RR58/106's each carry three rings and match heads sporting an increased compression ratio of 12.8:1, up from the smaller 1098's 12.5:1 compression. As with the connecting rods, on the "R", the valves also change in both material and trumpet sizes, but not in included valve angle, which remains at 24.3 degrees. The intake and exhaust valves are now made of titanium and both have increased 2mm in trumpet diameters--44.3mm for intake and 36.2mm for exhaust.
In addition, both now utilize flat faces that help to raise compression, and interestingly enough, these trick titanium valves display Del West insignias. Although the new valves are larger, the change in material permits a weight savings of 37% and 42% respectively, and in sharing the same theme, even their retainers are made of titanium. Another necessary detail relating to the use and longevity of titanium valves, the R receives Beryllium Copper valve seats to best seal the huge straight-shot intake and exhaust ports. Ducati explained that, by using lightweight valves and revised rockers receiving improved surface treatment, the profiles of each camshaft can also be more aggressive, while the longevity of key engine parts with previous 7,500-mile service intervals will still carry over on the 1098R. Yet another shiny feature, each of the head's camshaft journals receives internal mirror-finish polishing of the contact surface area for less component wear--especially critical during start-up and low-temperature engine operating conditions.
As for the other key differences between 1098 models, as we mentioned earlier, the unrestricted 1098R receives larger 63.9mm oval throttle bodies (up from 60mm) with each venturi now being supplied by dual shower-type injectors independently feeding each cylinder. The injection system now uses one injector per cylinder operating at full time, while the "slave" or secondary nozzles spray only when the engine's fuel demand exceeds 30 milligrams per cycle. The increased induction capacity is accompanied with higher-lift cams and fuel supply now easily meets the demands of the larger engine, even when dressed in full WSBK race trim.
Down below and along with its minimal crankshaft mass, vast improvements are also found in the drivetrain, as the "R" benefits from a back-torque-limiting dry slipper clutch, and taller internal ratios for third thru sixth gear--with each ratio set now harder due to a shot-peened surface. At its opposite end, titanium mufflers route over the aluminum subframe, and supporting the chassis is Ohlins' new lightweight spec TTX36 (Twin Tube Technology) rear damper. The shock uses a smaller-diameter aluminum body, matched with a smaller spring, and relocates both damping adjusters to a top-mount position for easy access. Better accessibility to the adjusters allows for quick changes in both rebound and compression settings. Other tech features within the shock include an anti top-out spring and a closed internal piston without passageways, the piston moving against less resistance due to lower gas pressure. The advantages of the new damper include reduced friction and less overall cavitation, while separate oil reservoirs for both rebound and compression eliminate the unwanted damping influence crossover, present to a small extent in the previous design. And, for servicing, the twin-tube body means much less work for the technicians who may be asked to change internal shims to alter damping rates, as shim changes are now possible without disassembling the entire shock.
Up front, the Ohlins 43mm front suspension offers full adjustability for preload and damping and, as with all their top-shelf forks, these units consume travel with minimal friction thanks to titanium-nitride-coated sliders.
Trickle-down electronics (DTC), complete with algorithms.
The evolutionary chain of electronics technology is first developed for MotoGP and then it is applied in the WSBK theatre. With Ducati, from there, technologies ultimately proven to be successful move full circle and at least in some cases are eventually adopted for use on their select street-based motorcycles. Not even Ducati's $70,000 street-going Desmosedici arrives with DTC, Ducati Traction Control, but the 1098R is truly special in this regard. The "R" contains a full electronic system offering eight different settings to assist its pilot in controlling wheel spin. Ducati promises that the algorithms of the system on the "R" are identical to those used on their world championship winning Desmosedici. Depending on the rider's desired application, he or she can select the sensitivity of DTC and compensate for variables in available surface traction, as well as complement the way in which the rider applies the throttle. As explained, when the system employs, it immediately removes torque from the engine's delivery of power.
DTC on the "R" works when the rider first selects the program in the DDA dash, followed by the desired level of spin control--options being one through eight. Using real-time data gathered from a combined set of front and rear wheel-speed sensors, information is sent to a dedicated DTC ECU mounted under the seat and containing a predetermined set of mapped programs set to Corse's proven algorithms. This DTC unit contains multiple parameters of target wheel speeds each matched with the specified amount of engine torque required. The DTC calculates the input and compares the data with already programmed parameters of target wheel speeds, then instantly interfaces with the primary ECU. Based on a number of very complex formulas, the necessary amount of engine torque required to match the pre-selected amount of wheel spin desired by the rider is immediately delivered, and all within milliseconds.
For their many efforts, Ducati claims that the new engine in the 1098R loses 4.4 pounds, produces a stout 180 horsepower at 9500 rpm, and pumps out an astonishing 99 foot-pounds of torque at 7750 rpm. With its larger engine, the big 1098R is lighter, faster, and in some ways, easier to ride than the already impressive 1098S. Adding to the impression and excitement, Ducati fit our test "R" with the full 70mm-diameter exhaust, replacing the tapered 52~57mm stainless system and quieter titanium silencers with the 102db carbon fiber "kit" mufflers and matching ECU--all tasty components contained in the crate of every 1098R arriving stateside. Using these DOT-objectionable parts, the unrestricted R is free to generate a solid 186 horsepower and only moves peak power slightly upward, to 9750 rpm. As for the sharpened exhaust note, the louder it got, the more excited we became and, honestly, we weren't bothered by it one bit.
What's it like to ride, then?
From the first time we opened the throttle leaving the pits at Jerez, it was instantly apparent that this big twin is all business. Literally, when stabbing the throttle from 1500 rpm, the 1098R actually begins to wheelie. In fact, through the first four gears, the "R" gains both its thrust and rpms effortlessly, and the chassis is fully capable of dispensing the power with ease and stability. As you might expect from a machine sharing identical geometry with the 1098S, the 1098R's behavior is virtually identical--with the exception being the speed and sensational lack of effort that the new machine exhibits while gaining or losing rpms. It does both with equal fluidity and, in every case--whether under acceleration or deceleration--the new motorcycle is far superior to its closest sibling. Also identical, the "R" shares the same Brembo 330mm rotors, cast monoblock calipers, and entire rear braking system as found on the 1098S, so all of Ducati's premium series 1098's are equipped with unquestionably the best-feeling and most-responsive production braking system currently available.
Riding Jerez was a total treat. As you would expect, it is a seriously fast circuit, complete with changes in elevation, an equal number of right and left corners, and also a decent mix of second-, third-, and even two fourth-gear corners--these truly testing your nerve and ability. One of the key safety points of the track is found in the layout and sequence of corners that permits both sides of the tires to remain hot, while two decent straights permit at least a few seconds of needed rest. In testing or racing, these are each comforting and critical facts--also ones that make an individual circuit great.
Once we were familiar enough with the track and able to circulate with increased speeds, we found the 1098R's handling was always stable. Our observation is helped by the fact that the circuit only has one bump serious enough to challenge high-speed stability.
It's located in Turn 11, a fast right-hander dedicated to Alex Criville, the Spanish 1989 125cc and 1999 500cc World Champion. With this being the only section of the track where the 1098R's bump stability was challenged, even with the Ohlins steering damper adjusted to full soft, lap after lap, the bike responded without so much as a quiver. Steering was accurate but not detrimentally light or quick, while both turn-in and traction from the high-grip Pirelli Diablo Supercorsas was easily up to the task, even under the somewhat-cool testing temperatures that we encountered.
The DTC settings we initially used had already been determined from recent testing at Qatar, with Ducati starting each of its Jerez testers' spin controls on position four of eight. At that level, the "R" would still allow for controlled spin of the rear tire--this proved to be especially useful through and exiting the unnamed fast left turn eight, where on the R you could literally hang it out and spin the rear from mid corner to exit and let the widest portion of the track comes to you. While a few other riders opted for increased spin by dialing down the DTC on their machines to position two, we remained conservatively content with Ducati factory test rider Vitto Guareschi's initial choice. Especially for a huge-displacement twin, this system is of great advantage as the powerful engine can easily spin the rear tire at will. Ducati's aim was to improve lap times and ultimately make the machines with DTC easier and, thus, safer to ride. Soup would strongly agree--during our maiden encounter, they've succeeded in achieving both objectives.
From our first impression to our last, we must admit that this is the most seriously entertaining Ducati we've ever ridden--at least for a Desmo with just two pistons. The 1098R's engine never lacks for grunt. It's simply always available and, by comparison, if you think your standard 1098 easily pulls into its seemingly conservative 10,500-rpm rev limit, wait till you try the 1098R--we soon determined that the "R" stands for "Riot." The 1098R we rode would pull straight into the same 10,500-rpm ceiling, but with newfound immediacy thus hammering the limiter. Its uninhibited performance is a direct result of serious weight reductions in the valvetrain and lower-end components, matched with the clear improvements to the cylinder heads, its larger valve sizes, and increased fuel supply. It was quickly apparent that, with the larger engine's abundance of power and torque delivery, drives from Jerez's corners had to be carefully approached, and having traction control was a huge plus. It seemed as if we could controllably initiate a predictable amount of wheel spin when exiting the desired corners, and at least on DTC setting four, our drives were direct and, in some cases, hung-out, but always controlled.
As you would expect, such technology is expensive, and the 1098R is no exception. It will carry an MSRP of $39,995 US, and only 1000 units will be produced. If you have what it takes to explore and experience the pure performance of such a motorcycle, the 1098R we enjoyed in Spain is a truly exceptional ride and unquestionably worth its considerable investment, truly being in a class of its own. If we had to identify a single complaint regarding the motorcycle aside from its attractive but buzzy mirrors, it's that the new engine gains revs so quickly, our first impression was that we needed more rpms up-top. However with the 1098R, much more can be had by using its untold midrange via the gearbox and utilizing the twin's remarkable torque instead of depending on peak power, so this impression was more our shortcoming than that of the motorcycle's. This bike can actually make you a better rider!
The Ducati 1098R and Jerez is a combination that will be difficult for us to beat in overall experience, and the 1098R will also be tough for the world's best WSBK racers to beat with their Japanese fours.
