Ducati 1098R

If you like the thought of owning a bike that your superbike heroes are aboard, now you can really do it. I mean really do it. The Ducati 1098R is incredibly close in specification to the very bike Noriyuki Haga is currently piloting in stylish fashion on the world superbike stage.

Make no mistake. This thing is a serious race bike with a headlight and blinkers. Not some look-alike, road-going smoke and mirrors façade. Forget that. This is the real superbike.

In fact, the bike owes its existence to the change in FIM Superbike rules that allows twins the larger capacity of 1200cc. You see, it is born of Superbike. Not a homologation special. Not a limited run. A full production racer for us little people. Well, little people with 50-plus grand to spend, anyway.

And it will make you faster than your mates. Yes, it will. By quite a bit. You know those elusive half seconds we all try to shave off on a ride day? This bike will take a whole bunch of those from just about any rider's best time. It is simply a much better tool for the job than any other I have ever ridden. It is light years ahead of the competition. Big call? I know. But it is plain fact. End of story.

How so? Cop this lot…

The 1098R is the most powerful production twin-cylinder motorcycle ever built. The 1198cc Testastretta Evoluzione engine produces 180hp at 9750rpm and 134Nm of crucial torque at 7750rpm in standard mode, and an amazing 186hp with the supplied race kit.

Are you taking in those numbers? Yes, they're impressive. Mind-blowing in fact… Well, stay tuned, because this thing is just getting started…

It consists of a 102dB carbon fibre Termignoni slip-on muffler kit and a dedicated ECU. The ECU supplies reconfigured mapping to suit the racing mufflers, and initiates the system dialogue that controls the DTC.

The traction control system is eight-way adjustable, with Level One offering the least 'interference' and Level Eight the most. This is the same system that Nori gets and, after around 30 laps of Phillip Island, I can confidently inform you it works superbly. Riders can select the setting that best suits the track conditions and their particular riding style. Hit the on button and front and rear sensors begin to monitor wheel speed differential, to sense when rear traction is broken.

When wheelspin is sensed, instant electronic adjustment to the ignition advance – a pattern of 'spark cuts' – initiates immediate control over power output, and restores traction, before allowing all the berries back to the rear wheel. It all happens very seamlessly and in the blink of an eye. This offers a very measurable advantage during mid-corner acceleration, allowing even ham-fisted wannabes to get on the gas earlier. Yep, you are faster than you have ever been before. You are a better rider. That's technology that every sports bike rider on the planet is going to give the nod. Me included.

The bike's output with the race kit fitted is lifted to a stratospheric 189hp. For a bike that weighs in at a mega-skinny 165kg with full street gear fitted, those figures represent impressive power-to-weight numbers.

The whizbangery continues... You also get a datalogging program, which includes PC software and a USB-ready data retrieval card, allowing the rider to review and analyse the performance of the bike and him/herself. Things like: throttle openings, bike speed, engine rpm, engine temperature, distance travelled, gear selection, laps, lap times and a whole bunch more. In short, as much info as you will ever need.

Pulling out from the PI pit lane for my first stint, the thought hit me that the bike's riding position is surprisingly comfortable. Yes, it's purposeful, but not ridiculous. It has to be said that track launches tend to soften a tester's scorecard on this front – you are looking to get under the paint and hang off, not cutting out the first tankful on a long day in the saddle.

Next sensation to land (and it lands big time!) is the incredible tidal wave of gorilla-torque this thing delivers. There are not words for the pull the bike delivers. It is just different to anything (and I mean anything) I have ever experienced. In a really, really, good way. Keep the front wheel down on take off. Go on, I dare you…

The Ducati techs had set the traction control on Level Six for our first sessions and its impact was quickly evident, with Southern Loop's double-apex left activating it pretty early.

It feels like a slight 'stutter' but it never upsets the handling characteristics. It was clearly too heavy a setting, but it gave us the opportunity to really feel how it worked. My next sessions had it set at Level Three, and this was much more useable. The really hot guys would probably be best served with Level One or Two, but Three was about right for me. I could still feel it kicking in going over Lukey Heights and into Honda's second gear tightness, but that was about it. A big help when really needed, but not removing me from the experience. Nice.

Turn-in is razor sharp. It feels like you can dump it into a corner as hard as you like, nail the throttle in the first third of the corner (yes, I did say the first third, DTC will take care of big throttle openings being delivered even prior to full lean being reached) and hang on. Add all that up and you'll soon see that there is not a quicker way around a corner.

Toss in the fact that the four-pot Brembo monobloc calipers grabbing the twin 330mm discs stop the bike on a dime, and it becomes obvious that this is a set of dynamics that make mortals feel like Troy. It takes real bottle to brake as late as this bike allows – and this is where the quick blokes gain seconds – but the 1098R is up to it, as long as you are. Phew!

It's a whole lot of money at $56,990 (price before delivery and statutory charges), there's no escaping that, but ride it and you'll see where the money has gone. If you can afford it, you should. There is no chance you'll be disappointed if sports is your thing. Absolutely no chance.

I'll leave you with this: The 1098R is the best sportsbike I have ever ridden, maybe the best I will ever ride. 'Nuff said.

Not So Much
- Price will keep it from the masses
- I'm a member of the masses

ENGINE
Type: Liquid-cooled, eight-valve, desmodromic V-twin with eight-stage traction control
Bore and Stroke: 106 x 67.9mm
Displacement: 1198.4cc
Compression ratio: 12.8:1
Fuel system: Marelli EFI

TRANSMISSION
Type: Six-speed
Primary drive: Gear
Final drive: Chain

CHASSIS & RUNNING GEAR
Frame type: Tubular steel trellis
Front suspension: 43mm Ohlins inverted telescopic fork, adjustable for compression rebound and preload
Rear suspension: Ohlins monoshock, adjustable for compression rebound and preload
Wheels: Five-spoke forged alloy
Tyres: Pirelli Supercorsa Pro
Front: 120/70/ZR17
Rear: 190/55/ZR17
Front brake: Twin 330mm discs, Brembo four-piston, radially-mounted calipers
Rear brake: Single 245mm disc, Brembo two-piston caliper

DIMENSIONS & CAPACITIES
Weight: 165kg (wet, no fuel)
Seat height: 820mm
Fuel capacity: 15.5 litres

PERFORMANCE
Power: 180hp at 9750rpm
186hp with race kit
Torque: 134Nm at 7750rpm