Ducati's 10-level traction-control system no doubt benefits from that company's racing experience, and the 1198S is its first appearance on a production Ducati (though the 1098R had it a year sooner): DTC, wrote our man Canet at the bike's launch (CW, March, 2009), "instilled a level of confidence that coaxed me to screw the power on aggressively enough out of second-gear corners to either push the front or have it elevate into a sweet leaned-over wheelie." That's confidence, and like Cernicky reports from this MasterBike, the new MV Agusta F4 seems to shop at the same tailor, with a Magneti Marelli eight-level TC system and twin-map ECU of its own. On the spec chart, the MV aligns in near lockstep with the Yamaha R1. On the track, the MV blows the R1's doors off by seconds, not tenths. Meanwhile, Aprilia, Suzuki and Yamaha get user-selected multi-map ECUs to change power delivery, the ZX-10R has "Kawasaki Ignition Management System" that serves as a rudimentary form of TC, and the Honda gets nada. We respect those bikes' purity; the stopwatch does not.