Milan Tech: Ducati 1098R - First Look

“The major issue when we design a new Ducati is ‘lightness’. Any excess of weight gives us headache, anxiety, claustrophobia,” says product-planning boss Claudio Domenicali adamantly. “I believe that all three new models for 2008—the 848 and 1098R Superbikes and the 696 Monster—will confirm that they were worth the effort and the dedication we put into them to hone them to their lean and muscular condition.”

The 1098R is the ultimate Ducati V-Twin. Actual displacement of its highly refined Testastretta Evoluzione is 1198cc, generated by a 106mm bore (+2mm) and a 67.9mm (+3.5mm) stroke. This limited-edition homologation unit will be the new Ducati weapon to win back the Superbike title, now that new rules allow Twins an extra 200cc displacement over the Fours.

The new rules also require that the racebikes share a lot more components with their production counterparts than ever before. So a slipper clutch is standard equipment, as is the proprietary traction-control system that offers eight modes of operation. The chassis uses highly refined components, like the exclusive Öhlins 43mm racing fork and TXX rear monoshock, plus forged magnesium Brembo-Marchesini wheels. Dry weight is a claimed 364 pounds.

Power is listed as a whopping 180 hp at 9750 rpm. Even more staggering than the power figure is the peak torque number: 99 foot-pounds at 7750 rpm! To produce these numbers, the engine inhales through 44.3mm inlet valves and exhales through 36.2mm exhausts. Valves are made from a special titanium alloy. Larger elliptical throttle bodies (up from 60 to 63.9mm in diameter of corresponding circular units) now carry two injectors to supply all the fuel the engine can burn. Compression ratio is a very high 12.8:1.

As stated by the new WSB rulebook, the street-legal engine (duly catalyzed and in compliance with European emission regs) uses the same cam grindings as the Superbike racing unit will, and in fact it only takes a more liberal exhaust system to bump power to 186 hp. Titanium con-rods save 130 grams each, and more weight is shaved by liberally adopting magnesium, carbon-fiber and titanium components. Heads and block are sand-cast from a special grade of aluminum in order to achieve maximum weight savings and reliability. The engine alone contributes a substantial 7.7 pounds to an overall loss of 17.6 pounds compared to the regular 1098.

Domenicali expects in excess of 200 hp from the racing version—and, one suspects, a World Superbike title to go alongside this year’s MotoGP crown.