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Ducati 1198S Testastretta Evoluzione
'S' performance Producing 170hp (125kW) and with a dry weight of just 169kg (372.6lb), the new 1198 S now incorporates more World Superbike technology than ever before by taking the 1198 motor and adding top-of-the-range suspension, lightweight chassis components and a true racing-style traction control system designed for road use. The high performance, fully adjustable 43mm Öhlins forks, which sport low friction titanium nitride-treated fork sliders, respond effortlessly to every imperfection in the tarmac. Beyond their advanced engineering solutions, one of the most important characteristics of Öhlins forks is their ability to communicate the condition and quality of the tyre-to-road contact patch, a feature that puts every rider in superior control. The suspension set-up at the rear is complemented with a fully adjustable Öhlins rear shock equipped with a ride enhancing top-out spring and mounted to a single-sided swingarm for outstanding drive and traction. The front-to-rear Öhlins package is completed with a control-enhancing adjustable steering damper. The 'S' sets the standard for lightweight performance. On any sport or race bike, the most effective area to reduce weight is its 'unsprung weight'. These are components like tyres, brakes and wheels. Lighter wheels have a lower 'moment of inertia' that is beneficial with every direction change and application of the brakes. The 1198 S addresses this important area by mounting new 7-spoke GP replica Marchesini forged and machined wheels. Both front and rear are super lightweight and their benefit is immediately apparent. The weight saving is further enhanced with the application of a carbon fibre front fender. The 1198 S is supplied with the Ducati Data Analysis (DDA) and Ducati Traction Control (DTC) systems as standard equipment. The DDA package enables the retrieval and analysis of data collected from your previous track session or road trip. DTC monitors front and rear wheel speeds to detect rear wheel-spin under acceleration and electronically reduces engine power to restore traction.
Bike Review
The final round saw Troy Bayliss of Xerox Ducati
take wins in Races 1 and 2. In doing so, he seized his third world championship
and ended his racing career on a high note, as he’s now officially retired from
motorcycle racing. It’s good to see him go out a champ, but it’s also a great
loss to the motorbike racing world that such a super-nice guy won’t be wowing
the crowds with his exceptional racing skill, and his beaming smile.
Following in big brother’s footsteps
The elevation changes and blind corners of the new Algarve Motor Park track
reminded Pete of Barber Motorsports Park.
Racing down the Algarve Motor Park’s (alternate name
for the track) longfront straight that includes a short but blind downhill just
meters before Turn 1, most of us were braking early in the first sessions for
lack of a sightline. What struck me was how precise the Brembos felt, and how
linear their power was. The Brembo’s abilities are unparalleled.
Baylisstic!
Briefly, let me also say that if you don’t want to take my word for how good the
1198 is, consider that Troy bested the World Superstock time, set only weeks
ago, by 2 seconds … on a stock 1198S!
By the way, you haven’t been passed on a race track until you’ve been passed by
a WSBK champ. As humbling as it can be, I found myself saying, “Do it again,
Troy, do it again!”
According to Andrea Forni, Ducati technical director, DTC has been adapted to
this street bike so that it will work without frying the exhaust. DTC on the
1098R functioned primarily by cutting spark, thereby requiring use of race
exhausts in order to not damage catalytic converters found in OEM exhausts. DTC
on the 1198 works first by retarding ignition depending on various parameters
considered by the ECU, then further retards ignition advance as the bike’s brain
sees fit. Half expecting some serious drama, I was surprised at just how non-invasive this low-level was, as it allowed some manageable drifts. DTC on the 2009 1198S differs from DTC on the 1098R in that it’s “less intrusive in Levels 1-4 while the remaining levels operate to the same degree as they do on the 1098R,” Forni explained to Motorcycle.com.
Why the experience of limited activation by DTC in our 4-session track day? The
best educated guess by some salty track vets was that with such sticky tires,
DTC simply didn’t come into the picture despite a claimed 170 hp and 97.5
ft-lbs. Source Motorcycle.com
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Any corrections or more information on these motorcycles will be kindly appreciated. |