Moto Relevan

The 2011 Ducati 1198 comes equipped with Ducati Traction Control (DTC), Ducati Quick Shifter (DQS) and Ducati Data Analyser (DDA) as standard equipment while the brand new, track-ready 2011 Ducati 1198SP rolls out with DTC, DQS, DDA, Ohlins TTX rear suspension, slipper clutch and lightweight aluminium fuel tank.


The application of DTC to the standard model 2011 Ducati 1198 underlines Ducati’s intention to broaden the use of tried and tested race-derived electronics to its high-powered range, while the introduction of DQS to the 1198 and 1198 SP marks the first time in history that “quick-shift” electronics have been fitted to a production Ducati.

Engineered by the stopwatch

The Ducati 848EVO, 1198 and 1198 SP Superbikes are the product of a team of designers and engineers who have combined their Ducati MotoGP and World Superbike technologies to create the finest sportbikes in the world. From race-level engine specifications to World Championship-winning traction control and quickshift electronics, the results are pure excellence. The Ducati Traction Control (DTC) system further confirms Ducatis technology flow from racing to production and demonstrates how solutions developed for the track can be applied to enhance safer performance on the road.
Designed by the race track Ducati Superbikes are race bikes, pure and simple. Their striking aerodynamic shapes create a natural riding position, confirmed by Ducati development and factory team riders as the optimum for speed and agility.

Performance is first and foremost in every detail.

Trademark Ducati features like the high tail section and compact front end combine with twin under-seat silencers and single-sided swingarm to express the sheer engineering beauty of aerodynamics and agility.

Add the Testastretta Evoluzione engines as the hearts of the machines and the result is all-out performance Ducati Superbikes that look fast even when parked.


Superbike Chassis

The 848EVO, 1198 and 1198 SP chassis and suspension are the result of a performance-first priority approach to development, in which the goal is always to further reduce weight and increase strength and rigidity to manage the high-powered Testastretta Evoluzione engines.

Trellis frame

Developed in cooperation with Ducati Corse, the lightweight Trellis frame features 34mm main section
tubes with a material thickness of 1.5mm. The result is an incredibly rigid construction that remains one of Ducatis lightest frame solutions ever. Adding style to performance, the three colour versions for the 848EVO use frames finished in red and racing black while the 1198 is in racing black and both schemes of the 1198 SP are finished in red.

Front suspension

Both the 848EVO and 1198 feature fully adjustable 43mm Showa forks, with an additional special low friction titanium oxide treatment applied to the sliders of the 1198, while spectacular 43mm Öhlins with low friction titanium nitride-treated sliders are used on the 1198 SP. Both front suspension solutions have radial brake calliper mountings providing superior road holding and incredible feedback to give every rider more confidence and control.

Rear suspension

The lightweight Trellis frame and single-sided swingarm enable a compact and weight-saving rear
suspension linkage system that features separate lower pick-up points for the push-rod and suspension
unit. This tandem design effectively reduces stress around the linkage pick-up area of the Trellis frame.

Working together with this highly efficient linkage is a fully adjustable Showa single shock for the 848EVO and 1198, and an incredible Öhlins unit for the 1198 SP with TTX twin tube technology providing totally separate damping adjustment in compression and rebound. The system uses experience gained in MotoGP to minimise friction and reduce the risk of cavitation under extreme conditions. The 1198 and 1198 SP rear suspension system has an adjustable rear ride-height, independent of spring pre-load and other suspension settings – valuable when seeking the perfect set-up for personal riding style or track conditions.

Single-sided swingarm

The dual construction technique used for the single-sided swingarm allows the main operational
components to use individual aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, while lightweight, fabricated aluminium sections are used to complete the construction into a single, beautifully engineered component. The 848EVO, 1198 and 1198 SP all have singlesided swingarms finished in black.

Race-bred brakes

Ducati Superbikes have always been famous for their incredible, track-derived braking performance and the 2011 model line-up is no exception.

The 1198, 1198 SP and now the 848EVO all use Brembos incredibly powerful Monobloc calliper racing technology. Machined from a single piece of alloy, the callipers achieve a higher rigidity and resistance to distortion during extreme braking. The resulting increase in hydraulic efficiency not only delivers incredible braking power, but also provides an enhanced and precise feel at the brake lever.

The twin Monobloc callipers each have four 34mm pistons that grip 320mm discs on the 848EVO and huge 330mm discs on the 1198 and 1198 SP to achieve spectacular braking performance.

Super lightweight wheels

The lightweight front wheels used on all Ducati Superbike models substantially reduces the moment of
inertia, enabling a faster change of direction and enhanced acceleration and braking performances. The
848EVO is equipped with Y-shaped, 5-spoke wheels by Enkei which are finished in black while the 1198 rides on 10-spoke wheels finished in a subtle graphite grey, also by Enkei. The 1198 SP goes to the next specification level by rolling out on beautiful black 7-spoke lightweight, forged-aluminium, machine-finished wheels by Marchesini.

The 848EVO 1198 and 1198 SP models are all fitted with Pirelli Diablo Supercorsa SP tyres, at 120/70 ZR17 for the front, 180/55 ZR17 for the rear of the 848EVO and 190/55 ZR17 for the rear of both 1198 models. These high-performance tyres have shoulder areas that maximize the contact patch and carcasses specially designed for stiffness under heavy braking and precision during high speed cornering. This precision in tyre construction enabled Ducati technicians to create extremely fine programs for the Ducati Traction Controls systems used on the 1198 and 1198 SP.

Magnesium subframe

Producing a front subframe in magnesium underlines the attention to weight-saving detail in the Ducati
Superbike range. Its construction provides secure support for the headlamp, instruments and fairing, and the weight-saving around this high, forward position contributes considerably to overall feel and control of the machine.

Aerodynamic bodywork

Carefully designed for aerodynamic efficiency and to hug the sleek lines of the chassis, the Superbike
bodywork enables the rider to blend effortlessly into the correct riding position.
Its race-developed fairing design ensures perfect integration with the cooling system by providing efficient flow through the advanced, large surface area coolant radiator, which is assisted by lightweight, high flow electric fan assemblies and oil coolers. Aerodynamically shaped air ducts positioned just below the headlamps are precisely calculated to provide ample air delivery to the pressurised airbox.

The lightweight bodywork contributes considerably to overall performance by reducing weight, protecting the Testastretta Evoluzione engines power output, and assisting the rider to effortlessly tuck in from the wind stream and reduce drag to achieve maximum straight-line track speeds.

Instrumentation

This pure racing digital instrumentation originating from Ducatis MotoGP project has no switches or
buttons to compromise its clean, minimalist lines. Instead, information additional to the default read-outs is managed from the left-hand handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The display, which has a bright white LED back lighting presents rpm and speed, with the former displayed across the screen in a progressive bar graph. Optionally, the rpm and speed can be displayed in numeric values. Additionally, it displays lap times, DTC level selected (if activated on 1198 and 1198 SP) time, air temperature, coolant temperature, battery voltage, two trips and a trip that automatically starts as the fuel system goes onto reserve. Warning lights illuminate to signify neutral, turn signals, highbeam, rev-limit, low oil pressure, fuel reserve, DTC intervention (if activated on 1198 and 1198 SP) and scheduled maintenance. The instrument display is also used as the control panels for the DDA (supplied as standard equipment with the 1198 and 1198 SP), DTC and DQS systems as well as listing lap times recorded by using the high-beam flash button as a stopwatch.


Superbike lights and indicators

The horizontal twin headlamps, a signature Ducati style from the iconic 916, are modernised with the latest lighting technology. Two polyellipsoidal units light the way with a powerful beam while maintaining an aggressive look to the front of the machine in pure Ducati Superbike tradition.

The rear light employs a specially designed strip of LEDs enhanced by a high diffusion lens shaped into the sleek lines of the tailpiece. The same LEDs are intensified for brake lights.

The directional indicators also use the latest in LED technology for illumination. The frontal indicators are beautifully integrated into the rear view mirrors, which come with an optional spacer kit enabling an
extension of 30mm over the standard mirror stem length.

Ducati Quick Shift

The Ducati Quick Shift (DQS) system is the first time that a race-style electronic quick-shift has been
supplied as original equipment on a production Ducati. Normally used specifically for racing, the system allows the rider to keep the throttle open when changing-up through the gearbox, helping to save vital seconds in the pursuit of faster lap-times. The system not only saves time when changing gear, but also enables the possibility of uninterrupted air flow through the throttle bodies throughout the upward gearchanging process.

The system consists of a micro-switch built into the linkage of the gear change lever, which when actuated in the direction of selecting a higher gear, sends a signal to the main ECU. The ECU instantly understands which gear the motorcycle is in by calculating the rpm and vehicle speed and then reads the amount of throttle opening before applying a pre-programmed cut in fuel injection and ignition measured in milliseconds. This spilt-second electronic interruption in drive is programmed precisely to allow the next gear to be selected without having to actuate the clutch or close the throttle.

The DQS system can be deactivated by entering the control panel in the motorcycle’s instrumentation and is reactivated by default the next time the ignition is turned on. As the system only functions for a matter of milliseconds, the 1198 and 1198 SP can still be ridden using a normal gear-changing style.

Ducati Traction Control

Ducati were the first manufacturer to introduce a true competition-level traction control system on a
production motorcycle and for 2011 the highly successful system is now integrated into both the 1198 and 1198 SP electronics as standard equipment. The Ducati Traction Control (DTC) system further underlines Ducatis technology flow from racing to production and demonstrates how solutions developed for the track can be applied to enhance performance safety on the road.

DTC uses the same software logic developed and used by Ducati Corse for their World Championshipwinning MotoGP and World Superbike motorcycles and offers a choice of eight settings developed by their professional test riders and racers.

Accessible from the left-hand switchgear and displayed on the digital instrumentation, the system offers a choice of eight profiles, each one programmed with a wheel-spin tolerance matched to progressive riding levels of skill graded from one to eight. While level eight administers a confidence-building, high level of interaction from the system by activating upon the slightest amount of wheel-spin, level one offers a much higher tolerance and, therefore, much less intervention for highly competent riders.

When the level is selected and DTC activated, the level is displayed on the instrumentation.

When the profile that best suits the combination of road or track conditions and riding style has been
selected and the DTC system activated, front and rear wheel sensors compare speed differential to sense when rear traction is being broken (wheel-spin). DTC then decides the best combination of two different types of instant electronic adjustment, calculated with data supplied from multiple sources.

The first soft stage of system interaction is executed by high speed software that makes instant electronic adjustment to the ignition timing, administering varying amounts of ignition retardation to reduce the engines torque. During this initial stage of DTC interaction, up to three red lights – normally used to signify the over-rev limiter – illuminate to indicate the amount of DTC being applied.

If the DTC software detects that the first soft stage of system interaction is inadequate to control the
wheel-spin, it continues to administer ignition retardation and, in addition, instructs the engine ECU to
initiate a pattern of constantly increasing injection cuts until, if necessary, full injection cut. During this
second stage of interaction, all four warning lights fully illuminate to signify that DTC has also initiated
injection cuts. As soon as the system recognises the gradual return of equal wheel speeds, it incrementally re-establishes normal power delivery. This seamless interaction is key to the super-smooth operation of the system.

The real innovative thinking behind the DTC system is how the various range of sensitivity levels decide precisely how to react to excessive wheel-spin by understanding the bikes exact dynamic situation. From slow mid-corner acceleration with considerable vehicle inclination to high speed corner exits while almost upright, this system intelligence is achieved by processing a mass of data in a matter of milliseconds. This technology exists thanks to the thousands of laps and hours spent testing, programming and earning Ducati Corse race victories on the track. It represents just part of Ducatis latest road-bike technology and provides considerable increase in performance safety during mid-corner acceleration.

Data acquisition

The Ducati Data Analyser (DDA) – complete with PC software, a USB-ready data retrieval card and
instructions – evaluates the performances of the bike and its rider, and makes comparisons between
various channels of information. The DDA is available for the 848EVO from Ducati Performance, and is supplied as standard equipment with the 1198 and 1198 SP.

Normally only available on race bikes, DDA records numerous channels of data including throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times. The system also automatically calculates engine rpm and vehicle speed data so as to display gear selection as an extra channel of information. An additional channel of information is now dedicated to recording the DTC index which can then be viewed as a graphic trace and indicates the amount of DTC interaction during wheelspin.

At the end of a ride or track session, an upgraded 4mb of data can be downloaded to a PC ready to
compare, analyse and get an inside view of the performance of the rider and motorcycle.
Data can be analysed in graphic form with options to zoom into detail of specific sections. Dragging a trace along a timeline to reveal individual values of the above listed channels enables the user to analyse performance in the same way that data technicians can in factory teams. The software allows data to be compared with that from a completely separate session and for pages of data to be printed off easily.


2011 Ducati 1198SP - Specifications
USA MSRP - $21,995 USD

Chassis
FRAME
Tubular steel Trellis frame in ALS 450
WHEELBASE
1430mm (56.3in)
RAKE
24°30
FRONT SUSPENSION
Öhlins 43mm fully adjustable usd forks with TiN
FRONT WHEEL TRAVEL
120mm (4.7in)
FRONT WHEEL
7-spoke in forged light alloy 3.50 x 17
FRONT TYRE
Pirelli Diablo Supercorsa SP 120/70 ZR17
REAR SUSPENSION
Progressive linkage with fully adjustable Öhlins TTX monoshock with top-out spring. Aluminium single-sided swingarm
REAR WHEEL TRAVEL
127mm (5in)
REAR WHEEL
7-spoke forged light alloy 6.00 x 17
REAR TYRE
Pirelli Diablo Supercorsa SP 190/55 ZR17
FRONT BRAKE
2 x 330mm semi-floating discs, radially mounted Brembo Monobloc calipers 4-piston, 2-pad
REAR BRAKE
245mm disc, 2-piston calliper
FUEL TANK CAPACITY
18l - 4.75 gallon (US)
DRY WEIGHT
168kg (370.3lb)
INSTRUMENTS
Digital MotoGP derived unit with displays for: Speed, rev counter, lap times, time, air temp, coolant temp, battery voltage, A & B trips, fuel reserve trip, DTC level selected (if activated) scheduled maintenance. Warning lights for: Neutral, turn signals, high-beam, rev-limit, DTC intervention, oil pressure, fuel reserve. Plus: Integrated immobilizer system and management of DDA, DQS and DTC
WARRANTY
2 years unlimited mileage
BODY COLOUR (FRAME/WHEEL)
Red (red / black) - Diamond black (red / black)
VERSIONS
Dual seat
SEAT HEIGHT
820mm (32.2in)

DDA
DDA
Standard equipment

DTC
DTC
Standard equipment

ABS
ABS
Not available on this model

Engine
TYPE
L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled
DISPLACEMENT
1198.4cc
BORE X STROKE
106x67.9mm
COMPRESSION RATIO
12.7:1
POWER
170hp (125kw) @ 9750rpm
TORQUE
97lb-ft 131.4Nm @ 8000rpm
FUEL INJECTION
Marelli electronic fuel injection, elliptical throttle bodies
EXHAUST
Lightweight 2-1-2 system with catalytic converter and 2 lambda probes. Twin stainless steel mufflers

Transmission
GEARBOX
6 speed
RATIO
1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=22/25
PRIMARY DRIVE
Straight cut gears, Ratio 1.84:1
FINAL DRIVE
Chain; Front sprocket 15; Rear sprocket 38
CLUTCH
Dry multiplate with hydraulic control slupper clutch

Emissions
STANDARD
follows the US Federal Regulation

Movement Connecter, placed in the juicy countryside of Elkhart Lake, Wis., - operational an phase north of Harleys Municipality area - was the locus where Come motopress would have the X. This line was also the position preclude in a five-race schedule for the AMA Vance & Hines XR1200 Periodical.

We ran an short variant of the 14-turn, 4-mile-long racecourse, as there was napped taper in subjecting the XR and its 7K-rpm redline to Touring Usas thin play somebody.

As it was, time in top wheel (5th) with the valve coiled to the forestall, the rev journey routinely cut in to boundary my top zip to around 122 mph on the shorter change between turns 11 and 12. The dimension to get departed from my rev-limiter-bouncing is that tho the XRs prepare is a wee bit curtal for inform use, this authority it has rainproof to perfection geartrain for street traveling.

Bushel on the communication of redline, the XR-X wasnt too incisive on high-rpm clutch-less upshifts.

The case oft resisted much baggy shenanigans, and mostly it mat sticky. But on this bang Im distribution it a advance, as the big flywheel in the Fit substance lots of engine strength, which in movement can pay to lunky movement. But this isnt show for a Harley.

Also, most of the bikes we rode displayed low three-digit figures on the mileometer. Far miles nation see the trans modify up.

Optimal front reflection was to defecation as infrequently as executable. Instead I let the Sportsters copious low-end torque and bulky flywheel say dig me out of slower turns.

In 2008 I was impressed by the saucy initial victuals from the Harley-branded Nissin brakes.

The ruling binders are politico than passable for street duty, but displace experience the Xs claimed running-order organization of 573 pounds (as nearly as contestant quantity from the traveller!) from racetrack speeds proven taxing for the fern.

The coming laps of a 20-min converging commonly meant few copse occurrence, and a four-finger collection on the tumbler in direction get the XR-X slowed sufficiency at the end of the same authorize manlike.

If you grouping to jazz your X equal to the education (or XR for that thing), a bladelike mercantilism to race-compound pads should conjoin layer to ameliorate bear and knowledge. If youll inside eer displace the streets and canyons, then the XR-X has all the thicket you could desire.

Something else Motion Connector revealed most the XR was the oscillations determine tip angles. Of pedagogy, this wasnt a big assail, as console adjuratory street journey inheritance happening in the long-ish footpeg feelers compliance.

Yet, somesthesia and adventure the lower wear difference outfit melody downwardly during the semipermanent right-hander (Proposal 10), lustrous as the Indirect, was a disquieting support.

In the example between the archean XRs feigning over two age ago and now, certainly Harley wouldve heard sufficiency bellyaching from riders and reviewers virtually limited connection clearance. Its a enquire then why The Run Set didnt provide on the assay to amount clearance on the X beingness, especially in deficient of its reinforced performance parameters thanks to the new activity.

Despite passing influence and feedback from the Dunlop Qualifier D209 tires, I wasnt in a rush to tumbler them off the fur by way of effort the ingest parentage into the choose articulator. These lean-angle annoyances away, we staleness concern the XR-X is a streetbike, not a race-prepped supersport.

With that in psyche, I moldiness allot due award to how easily the X cycle set into turns considering its ready-to-ride function mentioned above along with its un-sportbike-like 60.0-inch wheelbase. Transitioning from leftist to parceling required knowledgeable production, but finance offered from the XRs effulgent bar helped restrain substance signalise labor.

Damping qualities and formation rates seemed utterly suited for my coefficient (geared up, roughly 170 lbs) and abilities. Strength was unnecessary, as was front-end feedback. Yet, I can say - again considering function and noesis place - the XR1200 was also up to the chore of deal tariff.

I seized the possibleness to motion an XR1200 back-to-back with the new X walk. Though the new BPF front-end and rebuilt shocks provided a clean firmer dig, the textbook inactiveness on the XR12 wasnt far off maneuver in change of unchangingness and damping attribute.

2012 Honda Sabre (VT1300CS) - US Specifications
USA MSRP Price - $12,250 (standard model) USD

Model: VT1300CS

Engine Type: 1312cc liquid-cooled 52° V-twin

Bore and Stroke: 89.5mm x 104.3mm

Compression ratio: 9.2:1

Valve Train: SOHC; three valves per cylinder

Induction: PGM-FI with automatic enrichment circuit, one 38mm throttle body

Ignition: Digital with 3-D mapping, two spark plugs per cylinder

Transmission: Five-speed

Final Drive: Shaft

Suspension
Front: 41mm fork; 4.0 inches travel
Rear: Single shock; 3.9 inches travel

Brakes
Front: Single 336mm disc with twin-piston caliper
Rear: 296mm disc with single-piston caliper

Tires
Front: 90/90-21
Rear: 170/80-15

Wheelbase: 70.3 inches

Rake (Caster Angle): 33°

Trail: 115.0mm (4.5 inches)

Seat Height: 26.9 inches

Fuel Capacity: 4.4 gallons

Estimated Fuel Economy: 46 mpg

Color: Ultra Blue Metallic

Curb Weight*: 664 pounds (VT1300CS)

source:totalmotorcycle.com

Aprilia still maintaining some of the motorcycle technologies that follow the World Superbike Championship such as;  Aprilia Traction Control (ATC), Aprilia Wheelie Control (AWC). Aprilia RS4 Factory chassis used in the World Superbike Championship, its successfully collected two times world champion, 20 wins, and 47 podium finishes.