2007 Ducati 1098 review

Bigger and arguably better than the 916 mechanically, the design of the 999 got an almost universal 'thumbs down' from fans of the Bologna factory. So, in designing the replacement for the 999, Ducati took inspiration from the original 916 - still one of the most attractive bikes of all time - in an effort to recapture some of the magic of their iconic Superbike. The new model was the '1098', which was released in late 2006 as a 2007 model.


On first appearance, the debut year 1098 carried some obvious 916 design cues like the twin horizontal headlights, slim tail unit and single-sided swingarm. Placed side by side, other similarities between the 1098 and 916 became apparent, particularly in the design and placement of things like vents in the full fairing. Two versions were available upon debut: the standard 1098; and the lighter, more race-oriented 1098 S. Like all Ducatis, the 1098 was available in red, with a yellow version following a few months later. A limited edition 'Tricolore' model with red/green/white livery and gold frame was also available.

The tubular steel trellis frame - a Ducati trademark - was retained for the 1098, but unlike the 999, the tubes were bigger in diameter and narrower in thickness; 34mm x 1.5mm, compared to 28mm x 2mm for the 999. Design of the frame was influenced by input from Ducati Corse, the firm's racing arm, and was stiffer and lighter than the 999 frame. The single-sided swingarm that made its return on the 1098 differed from that used on the original 916 and 996 models in that it featured individual aluminium castings for the main components. The reason for this was to ensure extra strength around the main stress areas of the wheel hub and suspension links.

Suspension design on the 1098 followed on from the frame design, featuring changes aimed at reducing weight and improving performance. At the front, the Showa forks featured special low-friction titanium oxide-treated sliders, radial monobloc caliper mountings, and a Sachs steering damper fitted as standard. At the rear, the return of the swingarm enabled a redesign of the suspension linkage system that incorporated separate pick-up points for the pushrod and suspension unit. Ducati claimed this reduced stress on the linkage section of the 1098's frame.

The 1098 also marked the debut of Brembo's 'monobloc' caliper technology on a street bike. As the name implies, the monobloc calipers were milled from a single piece of alloy, rather than the bolted together, multi-piece design of most road bike calipers. Ducati claimed this made the caliper stronger and less susceptible to distortion, while also improving brake lever feel. At 330mm, the front discs were also the biggest fitted to a Ducati to that point in time. Mated to Brembo 4 piston calipers front and a 2 piston caliper on the rear, the new discs provided impressive stopping power.

For the 1098's 'Testastretta' engine, the obvious difference over the 999 was the capacity increase. This was achieved by increasing both bore and stroke on the 90 degree L-twin 'Testastretta' engine to 104mm and 64.7mm respectively. Like the frame, this was also developed by Ducati Corse and was advertised as the most powerful twin cylinder production engine ever. The engine also featured completely redesigned cylinder heads and induction technology developed on Ducati's MotoGP bikes. In conjunction with the capacity changes, the new engine produced more power than the previous Testastretta 'R' engine, while reducing weight by five kilograms.

Fitted to the redesigned engine was an all-new exhaust system, which like the frame, was also lighter thanks to thinner profile tubing. The 2-1-2 layout was also more "exposed" on the 1098 compared to the 999; another example of the 916 design influence. The six speed transmission, gear ratios and dry clutch were carried over from the 999. The Marchesini wheels were largely unaltered from the 999, although the rear tyre was larger at 190/55 - the widest to be fitted to a Ducati to that point.

If the performance of the 1098 wasn't enough, Ducati also produced an 'S' version, which was released at the same time as the stock 1098. For the 1098 S, the Showa forks were replaced with fully adjustable Ohlins units front and rear, while the steering damper was fully adjustable, too. The Marchesini rims on the 1098S featured special race-spec aluminium for added lightness over the standard 1098, and were identified by a red stripe around the rim. Further weight savings came in the form of lighter brake calipers and a carbon fibre front mudguard.

1098 instrumention was all digital, inspired by the Desmosedici MotoGP bike, with all the readout details accessable via the handlebar switchgear, rather than buttons on the instrument panel itself. Standard readout was a bar graph for the rpm and numeral display for speed, with the option of both displayed numerically. A new feature was the integration of 'DDA' (Ducati Data Analayser) into the instrument layout. Optional on the 1098, but standard on the 1098 S, DDA enabled owners to record and review their bike's - and their own - performance.

When new, the biggest stumbling block to the 1098/1098 S was price. At around $26,000 for a stock 1098, and over $30,000 for the 1098 S, the Ducati was an expensive proposition. Diehard 'ducatisti' will pay whatever the asking price is for the red machines, but for the average punter, it was a big investment. Despite this, there was still a long waiting list of Australian orders when the 1098 was announced. What impact this year's release of the 1199 Panigale, the latest successor to the 1098, will have on prices is yet to be seen. For the moment at least, first year 1098s tend to be holding their value reasonably well, retailing for around the $18-20,000 mark. Sure, you still pay a lot for a 1098, but unlike a lot of similar capacity Japanese superbikes, the Ducati has that unmistakable 'x-factor' - hard to define exactly what it is, but no denying it's desirable and popular!

Road tests of the 1098/1098 S were universal in praising its handling and performance, so aside from the purchase, insurance and repair costs that come with such a premium motorcycle, there are no real disadvantages to be aware of on the 1098. While the 1098 can handle inner city commuting and traffic, it's not what it's designed for. Long, winding roads are where a lot of the attributes that make the Ducati so desirable can be best enjoyed. For fans of pure sportsbikes, the 1098 is pretty hard to beat. A 1098 S is even harder!




SPECIFICATIONS - 2007 Ducati 1098 (1098 S specs in brackets)

Engine: 1099cc DOHC desmodromic 8-valve four stroke v-twin
Bore/Stroke: 104 x 64.7mm
Compression: 12.5:1
Power/Torque: 160hp [119.3kW] @ 9750rpm / 90ft/lb [12.5kg/m] @ 8000rpm
Fuel System: Marelli electronic fuel injection
Cooling System: Liquid
Electrical System: 12 volt
Transmission/Drive: 6 speed manual/chain drive
Front Suspension: 43mm Showa fully adjustable USD telescopic forks
(43mm Ohlins fully adjustable USD telescopic forks with TiN coating)
Rear Suspension: Swingarm with single Showa adjustable shock
(Swingarm with fully adjustable Ohlins monoshock with top-out spring)
Front Brake: 2 x 330mm ventilated discs w/4 piston calipers
Rear Brake: 245mm disc w/2 piston caliper
Front Tyre: 120/70 ZR17
Rear Tyre: 190/55 ZR17
Weight: 173kg dry (171kg)
Seat Height: 840mm
Fuel Capacity: 15.5 ltr
Top Speed: 273 kph [approx]