2011 Ducati 1198SP

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 Ducati's 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 Ducati's 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 �hlins 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 �hlins 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 Brembo's 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 engine's 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 Ducati's 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 Ducati's 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 engine's 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 bike's 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 Ducati's 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
�hlins 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 �hlins 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

2011 Ducati 1198R Corse Special Edition

The 2011 Superbike model line-up presents the exciting new 2011 Ducati 1198R Corse Special Edition with 180hp Engine, Brembo Monobloc callipers, steering damper and stunning new arctic white silk colour scheme with red frame and red wheels and dark stealth finish with black frame and black wheels. The 1198 now comes equipped with DTC, DQS and DDA as standard equipment while the brand new, track-ready 1198 SP 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 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 Ducati's 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 Ducati's 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 �hlins 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 �hlins 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 Brembo's 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 engine's 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 Ducati's 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 Ducati's 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 engine's 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 bike's 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 Ducati's 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 1198R Corse Special Edition - North American Specifications
USA MSRP - $39,995 USD

Chassis
FRAME
Tubular steel Trellis frame in ALS 450
WHEELBASE
1430mm (56.3in)
RAKE
24.5�
FRONT SUSPENSION
�hlins 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 SC 120/70 ZR17
REAR SUSPENSION
Progressive linkage with fully adjustable �hlins TTXR 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 SC 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
164kg (361.5lb)
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 and DTC
WARRANTY
2 years unlimited mileage
BODY COLOUR (FRAME/WHEEL)
Corse (red / black)
VERSIONS
Single seat
SEAT HEIGHT
820mm (32.2in)

DDA Standard equipment

DTC Standard equipment

ABS Not available on this model

Engine
TYPE :
L-Twin cylinder, 4 titanium valves per cylinder Desmodromic, liquid cooled
DISPLACEMENT
1198.4cc
BORE X STROKE
106x67.9mm
COMPRESSION RATIO
12.8:1
POWER
180hp (132.4kw) @ 9750rpm
TORQUE
99.1lb-ft 134Nm @ 7750rpm
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 and titanium 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 slipper clutch

Emissions
STANDARD
follows the US Federal Regulation



2011 Ducati 1198R Corse Special Edition - UK Specifications
UK MSRP - Starting from �30,695 (Prices quoted are SRP's including VAT)

Chassis
FRAME
Tubular steel Trellis frame in ALS 450
WHEELBASE
1430mm (56.3in)
RAKE
24.5�
FRONT SUSPENSION
�hlins 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 SC 120/70 ZR17
REAR SUSPENSION
Progressive linkage with fully adjustable �hlins TTXR 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 SC 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
164kg (361.5lb)
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 and DTC
WARRANTY
2 years unlimited mileage
BODY COLOUR (FRAME/WHEEL)
Corse (red / black)
VERSIONS
Single 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 titanium valves per cylinder Desmodromic, liquid cooled
DISPLACEMENT
1198.4cc
BORE X STROKE
106x67.9mm
COMPRESSION RATIO
12.8:1
POWER
180hp (132.4kw) @ 9750rpm
TORQUE
99.1lb-ft 134Nm @ 7750rpm
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 and titanium 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 slipper clutch

Emissions
STANDARD
Euro 3


2011 Ducati 1198R Corse PRESS RELEASE

Updates for Superbike, Monster and Streetfighter

With an impressive exhibition presence of approximately 400m2, stand D-040 in hall 8 of Cologne's INTERMOT 2010 show now plays host to exciting new arrivals in the Superbike family in addition to new colours and updates for both the Streetfighter and Monster range. With new models, accessories and apparel, the Italian motorcycle manufacturer from Bologna is showing a wide range of new 2011 products at this major international show.

"We decided to consolidate our presence here in Cologne because we believe in the importance of this exhibition event, which opens the European motor show season," stated Gabriele Del Torchio, President of Ducati Motor Holding, during the opening press conference. "Our presence at the show is proof of our commitment to customers in Germany and northern Europe, and underlines our aim to expand in Germany, which is the second most important market in Europe for Ducati. For this reason we decided to preview here some of the new products scheduled for 2011, such as the new additions to the Superbike family with the 848EVO and 1198 SP, and new liveries for the Monster and Streetfighter models."

Gabriele Del Torchio also commented on the results of the first eight months of 2010: "Despite a shrinking global motorcycle market, we have used Ducati's product policy and the quality of its distribution network to improve both our market share, now at 8.5%, and also to increase our sales by 5% compared to this period 2009."

A huge attendance is expected at the German show and visitors to the Ducati stand are sure to admire the innovative and ground-breaking Multistrada 1200, which made an immediate impact on the market upon debut in March 2010. The current model will not undergo any changes for 2011, confirming its proven design and high standard of quality. INTERMOT is also the first European event to celebrate the Multistrada's victory at the "Pike's Peak International Hillclimb", the famous annual race held high in the Colorado mountains, where riders have to quickly adapt to changing road surfaces. The Multistrada on which American, Greg Tracy, took victory has been specially flown in to Cologne from the US so that fans can share in this major celebration and see further proof of the Multistrada 1200's incredible versatility.

Important additions to the Ducati Superbike family are on show in an exclusive preview of the 2011 range, including the new 848EVO which boasts 140hp and is equipped with Brembo Monobloc callipers and steering damper. The performance-enhanced model celebrates the INTERMOT show by revealing a stunning new "arctic white" livery with sporty red wheels and red frame.

The standard 1198 is also ready to satisfy an ever more demanding market, with the addition of Ducati Traction Control (DTC), the Ducati Data Analyser (DDA) and the brand new Ducati Quick Shift (DQS) fitted as standard equipment on all versions. For 2011, the improved 1198 is joined by the exciting new 1198 SP, which enhances the previous 'S' version by rolling out equipped with DTC, DQS, DDA, Ohlins TTX rear suspension, slipper clutch and aluminium fuel tank in addition to the usual Ohlins front suspension, forged Marchesini wheels and lightweight carbon fibre components.

The 2011 848 EVO looks impressive in its new colour schemes of red with red frame or diamond black with racing black frame, both with black wheels. A black radiator cover on all versions completes the Streetfighter's aesthetic updates.

Enhanced comfort and safety, in addition to new colour schemes, headline the main updates to Ducati's naked icon, the Monster. The entry level 696 gets new 43mm Marzocchi forks and enhanced ergonomics, including 20mm higher handlebars and a new rear sub-frame designed to accept the user-friendly passenger grab-rail kit available as a Ducati Performance accessory. The Monster 696 presents the two new colour schemes of "dark stealth" and "stone white", perfectly complementing the new matte chrome handlebar finish. The Monster 796, which was launched in April 2010 as an early entry model year 2011, also adopts Marzocchi front suspension and continues its incredible success. Along with the Monster 1100, the 696 and 796 complete the 2011 range, confirming the family's status as a style and design icon, backed-up by 17 years of Ducati Monster heritage.

INTERMOT will be open to the public until Sunday, 10 October.

Source: http://www.totalmotorcycle.com/photos/2011models/2011-Ducati-1198RCorse.htm

2011 Aprilia RSV4

The term high tech has never had a more suitable subject to describe outside of NASA than the new 2011 Aprilia RSV4 Factory APRC SE (Special Edition) racetrack-ready motorcycle. It has traction control, launch control, wheelie control, triple ride-by-wire riding modes, quick shifter and blinkers incorporated into its mirrors. The RSV4 Factory APRC is what legends are made of.

With the offering of APRC technology to a mainstream audience, Aprilia has the recipe to shatter everything that stands in its way in 2011. You've got to love Aprilia's attitude of daring to fail to succeed. It takes guts to bring along a bike such as the RS3 Cube-the first manufacturer to use ride-by-wire in MotoGP.

It failed, so Aprilia packed up its MotoGP ambitions, rebooted its computers and came back stronger than ever in World Superbike with the RSV4 Factory and Max Biaggi. Aprilia developed a triple from scratch, binned it.

Then thought about building a new V-twin. Binned it. And then finally chose to build a V4. Aprilia built the V4 from scratch in-house and launched it as quickly as it could, and, in 2010, Aprilia won the World Superbike Championship with Biaggi.

Having followed this bike from the pre-concept stage to reality, I'm delighted to be able to give unconditional praise. It rained at Misano, engines blew up at Mugello, and it was cold and damp at Estoril. Those are all places I've been with Aprilia to test the RSV4.

Here I am at Jerez, another Grand Prix circuit and the temperature is 88 degrees F and conditions perfect. Finally, the highest spec APRC superbike for the road ever can be tested properly.

From its failures, Aprilia has learned a great deal and the RSV4 Factory APRC can be called a motorcycling virtuoso in the technical area. A combined (but competitive) effort from Aprilia, BMW, and Ducati has bloodied the Japanese noses seriously in the last couple of years. Aprilia and Ducati have done it on the World Superbike circuits (though Yamaha did prevail in WSBK in 2009), and BMW on the sales charts.

The APRC (Aprilia Performance Ride Control) system consists of the following control systems:

ATC (Aprilia Traction Control)
A system designed to help the rider limit wheelspin, or slippage of the rear wheel relative to the front wheel.

ALC (Aprilia Launch Control)
A system designed to help the rider optimise acceleration from a standing start.

AWC (Aprilia Wheelie Control)
A system designed to help the rider limit wheelying by reducing torque and returning the front wheel gently to the ground.

AQS (Aprilia Quick Shift)
This system enables upshifts without using the clutch and without changing the throttle position.

The instrument panel includes is a specific orange indicator light for the APRC system (triangle symbol).

Now, let me tell you how good this motorcycle is. On my very first lap the Aprilia APRC technicians force-fed us level eight. I thought, "How dull. They are ruining my fun like this!" However, they were right and I was wrong, as this was the perfect way for me to ride the tightest Jerez corners using first gear, full throttle and just let the traction control automate me through the corners.

Without traction control such behavior on your warm up lap would end in tears--guaranteed. After that, I simply used the Mana (absolutely no reference whatsoever to anything else on that bike I promise) switch gear using the minus button to reach lower levels on the traction control or the plus button to go back up. I used my left index finger for the minus button and my left thumb for the plus button, which is intuitive, all while on the move.

There's no sound or chugging or anything when the traction control kicks in. I could feel when the rear tire slipped, but trusted the Aprilia Traction Control (ATC) instantly. The amount of rear wheel spin allowed is pre-determined depending on which traction control level you choose. I worked my way all the way down to level one, but I did a whole session using level four which suited me just fine.

Each of us had five sessions on the bike, of which the first was to test traction control alone, the second session to test wheelie control with traction control, the third session to test launch control, and the two last sessions to freely explore. That's nearly two full hours of hardcore undiluted adrenaline pumping action.

Wheelie control makes me think of a well-known rude old Prince song, but let's leave it with that. Aprilia's wheelie control is highly sophisticated, and not only stops unduly acceleration stopping wheelies from happening between low gear corners, but it knows how much it should allow and how to land them soft to avoid upsetting the handling. Don't you tell me that is not very clever!

The physicality of trying to curb a wheelie while racing is immense. Riders have to use their upper bodies like athletes forcing weight forward while accelerating and withstanding G-forces and wind resistance. Aprilia has, with the AWC, taken that physicality away allowing the rider to, again, concentrate on pinning the throttle.

The AWC have three levels to choose from, and I suspect level one is the only really race one. Some front wheel lift is always allowed because, as long as the wheelie isn't too high, you can still be at maximum acceleration levels. What is really good about this from a racer's perspective is to keep that front down between really quick directional changes in low gears whilst keeping the throttle wide open.

A small wheelie is then accepted whilst you pin it and turn the bike over from side to side landing it just in time to steer out of the next corner. And landing it smoothly to avoid upsetting the front more than the steering damper can handle. There's gyrometer wizardry involved here and not only sensors between the two wheels.

How does it work? Two gyrometers and two accelerometers are at the ECU's disposal for any data it may need for the various systems. Anything a motorcycle can do, whether it be vertically or horizontally, the ECU is aware.

So, when we do something the throttle at the wrong time and in the wrong place, the system saves us from ourselves. Through the ride-by-wire system, the ECU also know the throttle position and based on pre-calculated algorithms based on a variety of conditions (you choose the levels, computer performs to that level). Torque is the joy and the misery of motorcycling--too little is dull and slow whilst too much in the wrong place can be dangerous.

Aprilia has nearly 100% control of torque with the APRC system. The instrumentation is bi-polar with one race mode and one road mode. In race mode, there's no speed indication and the space is used to show a variety of information related to the APRC instead.

Launch control was another first for me (along with the wheelie control), and it is one that's quite difficult to get right the first time. It's not for no reason racers practice launch control, despite the fact they have done it a thousand times before. True, all you have to do is to keep the throttle fully open and release the clutch, but you still have to modulate the clutch release. Aprilia allows three levels of how aggressively you can launch.

Level one can put you in a lot of wheelie trouble if the clutch is released to quickly. Training makes perfect, but my three attempts at it were a disappointment, as I was a little bit too careful with the clutch. Aprilia made sure to advise that the clutch needed some serious cooling after each launch attempt so we did a full lap between each launch.

Imagine yourself being slowly tortured as 180 wild horses are released at once. This feature is not for road use, as you have to pass 100 mph and third gear before the system cancels itself out. And whilst in launch mode the traction control doesn't work.

The Aprilia Quick Shifter allows you to shift up clutch-less while keeping a wide open throttle. I think you'll start to see the pattern here. Every operation apart from braking and shifting down can basically be done with full throttle! For the Factory APRC Aprilia have added a closer spaced six-speed gearbox for improved acceleration and quick shifter which makes it into a formidable straight-line dragster. I fly down the start/finish straight and so does the gears.

The Pirelli SuperCorsa Diablo SP tires in dimensions 120/70-ZR17 and 200/55-ZR17 were developed in the 2010 FIM Superstock championship. The main advantage with the ultra wide 200-section rear tire is its superb grip on corner exit. The contact patch is wider than ever and provides superb levels of grip when 180 horsepower wants to rip it apart.

The tires are approved for speeds up to nearly 200 mph. More rubber that copes with more heat allows for some very long black lines up turn 4 at Jerez. The only thing that would give you more grip is a full on set of slicks. Wait for it, the RSV4 Factory APRC SE features traction control that self adjusts to new and different tyre sizes.

Even the final gear ratio this system can discover and fine-tune the traction control. There are professional high-end racing teams in the world with less sophisticated electronics than the RSV4 Factory APRC SE road bike. I think we at this point can give Aprilia a big bravo!

The suspension consists of fully adjustable top-spec �hlins items, including the steering damper. Aprilia's experts have set everything up, despite the fact that they shouldn't know my weight. The RSV4 Factory has got that subtle but plentiful feel that speaks of high quality suspension.

The �hlins fork and shock are soft enough for feel in slow corners and hard enough for ultra-fast corners, especially in the very fast corners 4 and 8, as I held absolutely nothing back. The brakes are the well-known Brembo monoblock radial type, which stops the 395-pound motorcycle (claimed dry) with great authority.

The only way to improve these items further is to fork out around �15,000 or so for the items Max Biaggi uses on his superbike. The chassis is fully adjustable, as you'd expect, and as nimble as a 250GP racer.

The 999.6cc V4 engine features state of the art technology, such as independently controlled throttle bodies. Max power is still 180 horsepower @ 12,250 rpm and 85 ft/lbs @ 10,000 rpm, but with improved torque delivery and acceleration in the three lower gears. The new exhaust also helps to improve power delivery. These changes shoot the RSV4 Factory like a missile out of corners.

Only the Ducati Superbike 1198 can rival in the corner exit war. The engine feels and sound great and, for such a powerhouse, there's hardly any vibration. The mechanical slipper clutch helps stopping the bike quickly and only on two occasions during my day in the saddle could I feel any shatter whilst hard on the brakes.

The 2011 Aprilia RSV4 Factory APRC SE can be visually distinguished by its special decals and the tricolore on the lower fairing. Those in the know will notice the new exhaust and that fat 200mm rear tyre, too.

I can finally tell you that if the APRC Special Edition (only 350 to be manufactured) turns out a success (inevitable!) the technology will be fed down to both the RSV4 R and the next RSV4 Factory. Also expect an APRC system drip down to other Aprilia road products, where the Dorsoduro 1200 was the first one out.

There are only two things the 2011 Aprilia RSV4 Factory APRC SE can't do--flying and automatically tweeting your laptimes. It's difficult to make sense of this motorcycle on paper, but actually riding it and using the myriad of features on the circuit just immediately tells you that it's a mechanical and technical genius. Most of Aprilia's

2011 Aprilia RSV4 Specifications

Water cooled, 999cc, 65� V4, DOHC
Power: 180.01 HP (132.4 kW) @ 12250 rpm
Torque: 115 Nm (11.73 kg-m) @ 10000 rpm (cranksh)
Final drive: Chain
Dry weight: 179 kg

Engine type: 4 cylinders, 4-stroke, 65� V4
Displacement: 999 cc (61.04 cubic inches)
Bore � stroke: 78 mm � 52.3 mm (oversquare - shortstroke)
Cooling system: Water cooled
Power: 180.01 HP (132.4 kW) @ 12250 rpm (cranksh)
Torque: 115 Nm (11.73 kg-m) @ 10000 rpm (cranksh)
Throttle: Cable operated

Valves
Valve train: DOHC, variable
Valves per cylinder: 4
Fuel and ignition
Sparks per cylinder: 1
Fuel supply system: Fuel injection
Ignition type: TCI (Transistor Controlled Ignition)
Compression: 13:1
Engine mounting: Transverse
Lubrication system: Wet sump
Gear box: Manual
Clutch: Wet, multiple discs, cable operated
Final drive: Chain
Starter: Electric

Dimensions
Physical measures
Length: 2040 mm
Width: 735 mm
Height: 1120 mm
Trail: 105 mm
Ground clearance: 130 mm
Seat height: 845 mm

Weight
Dry weight:179 kg
Chassis and suspension
Frame type: aluminium, twin spar

Front
Suspension: Cartridge - upside-down
Suspension travel: 120 mm
Fork angle: 25�
Brake: Twin Disk, �320 mm
Tire: 120 / 70 R17

Rear Suspension: mono shock, Swingarm
Suspension travel: 130 mm
Brake: Disk, �220 mm
Tire: 190 / 55 R17

Other
ABS available: Yes
Fuel capacity: 17 l
Number of riders: 2 persons

2011 BMW HP2 Megamoto

2011 BMW HP2 Megamoto

Thanks to its perfect geometry combined with the very finest technology, this high performance sports bike never gets out of breath. Incredible braking points and extreme banking at a level otherwise only offered by superbikes! Once you have mounted this seat, you won�t want to get off. 2011-BMW-HP2-Megamoto built in an exclusive number of units with a wide range of perfect ingredients especially conceived for this motorcycle. And a design which makes the perfect connection between style and ultimate performance.

What happens when the BMW Motorrad engineers are given completely free rein and literally let loose? A beast � the benchmark for every other bike over the toughest terrain. Over 110 bhp of flat twin power and huge pulling power from the very bottom of the engine speed range, high-quality, racing-style tubular space frame with extreme torsional stiffness. And not an ounce overweight at 179 kg dry weight. The result: the 2011 BMW HP2 Megamoto. Uncompromising, dynamic and exclusive even when standing still.

2011 BMW HP2 Megamoto - Specifications

USA MSRP: See Dealer for Current Pricing
Canada MSRP: See Dealer for Current Pricing

Engine
Type Air/oil-cooled flat twin ('Boxer') 4-stroke engine, one camshaft and four valves per cylinder, central balancer shaft
Bore x stroke 101 mm x 73 mm
Capacity 1,170 cc
Rated output 83 kW (113 hp) at 7,500 rpm
Max. torque 115 Nm at 6,000 rpm
Compression ratio 12.0 : 1
Mixture control / engine management Electronic intake pipe injection/BMS-K digital engine management with overrun fuel cut-off, twin-spark ignition
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3
Performance / fuel consumption
Maximum speed over 200 km/h
Fuel consumption per 100 km at constant 90 km/h 4.1 l
Fuel consumption per 100 km at constant 120 km/h 5.5 l
Fuel type Unleaded super and premium, octane number 95-98 (RON)
(knock sensor, rated output at 98 RON)

Electrical system
Alternator three-phase alternator 600 W
Battery 12 V / 12 Ah, maintenance-free
Power transmission
Clutch Single dry plate clutch, hydraulically operated
Gearbox Constant mesh 6-speed gearbox with helical gear teeth
Drive Shaft drive

Chassis / brakes
Frame Spaceframe made from steel pipes
Front wheel location / suspension Upside-down front fork, compression damping and rebound damping adjustable
Rear wheel location / suspension Cast aluminium single-sided swing arm with BMW Motorrad Paralever; �hlins-central spring strut, spring pre-load adjustable to continuously variable levels, rebound damping and compression damping adjustable
Suspension travel front / rear 160 mm / 160 mm
Wheelbase 1,615 mm
Castor 95 mm
Steering head angle 61.4�
Wheels Cast aluminium wheels
Rim, front 3.50 x 17''
Rim, rear 5.50 x 17''
Tyres, front 120/70 ZR 17
Tyres, rear 180/55 ZR 17
Brake, front Dual disc brake, floating brake discs, diameter 320 mm, four-piston fixed calipers
Brake, rear Single disc brake, diameter 265 mm, double-piston floating caliper
ABS

Dimensions / weights
Length 2,350 mm
Width (incl. mirrors) 922 mm
Height (excl. mirrors) 1,050 mm
Seat height, unladen weight 860 - 890 mm (high seat 880 - 910 mm)
Inner leg curve, unladen weight 1,880 - 1,940 mm (high seat 1,920 - 1,960 mm)
Unladen weight, road ready, fully fuelled 1) 199 kg
Dry weight 2) 179 kg
Permitted total weight 380 kg
Payload (with standard equipment) 181 kg
Usable tank volume 13 l
Reserve approx. 4.0 l

Technical data relate to the unladen weight (DIN)
1) According to guideline 93/93/EWG with all fluids, fuelled with at least 90% of usable tank volume
2) Unladen weight without fluids

New 2010 Roehr Motorcycle 1250sc Series

The heart and soul of a motorcycle is its engine. It determines the feeling and overall character of a motorcycle. Just as important as outright power is the way that power is delivered and the sound emitted from the exhaust, giving the motorcycle it's voice.

The New 2010 Roehr 1250sc is powered by a 180hp, specially developed version of the Harley-Davidson* V-Rod* engine. The engine was designed by Harley Davidson in cooperation with Porsche AG. It is loosely based on the Harley-Davidson VR1000 superbike engine. The design goal was to create a new engine that was modern, powerful and reliable providing HD with an engine for the future.
The result was an 1130cc (now available in 1250cc) liquid cooled, DOHC, eight valve, 60 degree, V-Twin engine with a performance like large bore short stroke architecture. This engine was named the "revolution" engine.

The Revolution engine debuted in the 2002 Harley-Davidson V-rod power cruiser and was widely praised for its excellent power, near perfect power delivery and soul stirring exhaust note.

It is only fitting that the Roehr 1250sc would take this great American power plant back to its roots and unleash it's racing bloodline in a new American superbike.

Roehr Motorcycles has applied its Roehr Supercharging System (RSS) technology to enhance this engine's power output without changing the character of it's power delivery, resulting in a truly thrilling riding experience. The result is the most powerful American production motorcycle engine available.

2010 Roehr 1250sc - Specifications
MSRP: $Call USD

The Bike: The Roehr 1250sc boasts high-spec running gear � Ohlins suspension, Marchesini alloy wheels, Brembo brakes with radial-mount calipers at the front, composite bodywork and is powered by the 1250sc 180HP, specially developed supercharged version of the HarleyDavidson* 1250cc Revolution* engine. State of the art supercharger technology has been applied, providing reliable high power output with a broad, linear power delivery.


Engine:
2 Cylinder, Supercharged, Liquid Cooled, DOHC, Counterbalanced, 60deg, V-twin

Displacement:
1250cc

Bore x Stoke:
105mm x 72mm

Compression ratio:
11.3 / 1

Transmission:
5 speed

Clutch: Wet, multi-plate, hydraulic actuation, slipper type

HP/Torque:
180hp @ 9100 RPM,
115 lb/ft torque @ 7600 RPM

Final drive: 520 O-ring chain

The Chassis: A unique modular CrMo steel and aluminum frame has been developed. This frame uses these two materials at areas in which their material characteristics are best suited. The result is a stiff, light weight structure that provides unparalleled steering response

Chassis Type:
Steel/aluminum composite beam frame, 4130 steel/ 6061 aluminum

Wheelbase:
56 inches (1422mm)

Rake/trail:
23.5deg. / 89mm

Seat height:
31.5 inches
Dry weight:
432 lbs. (196kg)

Front suspension:
Ohlins 43mm fully adjustable upside-down fork with TiN

Rear suspension:
Ohlins fully adjustable linkless monoshock

Front Brakes:
2 x 330mm semi-floating discs, radially mounted Brembo 4 piston calipers.

Rear brake:
245mm single disc, with 2 piston Brembo caliper

Front Wheel/tire:
3.5 x 17 forged aluminum 10 spoke Marchesini, 120/70 ZR17

Rear wheel/tire:
6.0 x 17 forged aluminum 10 spoke Marchesini, 190/55 ZR17

Fuel tank capacity:
3.2 US gallons

Reserve fuel:
.5 US gallons

2010 Buell 1125R

Buell 1125R � sportbikes strike a unique balance of real-world sport motorcycle and race track performance. Their unique styling, aggressive ergonomics and premium components combine to deliver the ultimate, intuitive sport riding experience.

Each Buell model is designed utilizing the Buell Trilogy of Technology� - chassis rigidity, centralized mass, and low unsprung weight - to produce a motorcycle which responds instantly to rider input.

Model Highlights

New Polished stainless steel headers
New Master cylinder piston seals for improved brake feel
New Engine cover sight glass for convenient oil-level checks
New Pre-wired battery tender harness
New Black upper triple clamp and fuel cap
New Designer Black wheels
New LED taillight
New Clear-lens rear turn signals
New Bodywork graphics and fly cut brake logos
New Available lower fairing kit (Accessory)

� Buell� ZTL2� four-pad, eight-piston front brake
� Two-piston rear brake caliper mounted directly to inner swingarm
� Brushed stainless steel exhaust outlets
� Clip-on style handlebar
� LED front turn signals integrated with mirrors
� Digital lap timer and gear indicator
� Quiet Zone aerodynamics to optimize air flow around the rider
� Removable tail cowl over passenger seat
� An athletic riding position with a relaxed foot-peg location provides control on the track and comfort on the street

Key Features

Designed for the rider, the Buell� 1125R� breaks the convention of the liter-class superbike category, delivering a unique combination of engine performance, precise-and-agile handling, raw sound and performance in an innovative package.

Buell� sportbikes strike a unique balance of real-world and race track performance. Their unique styling, aggressive ergonomics and premium components combine to deliver the ultimate, intuitive sport riding experience.

Each Buell model is designed utilizing the Buell Trilogy of Technology� � chassis rigidity, centralized mass, and low unsprung weight � to produce a motorcycle which responds instantly to rider input.

� Buell Helicon� 1125cc liquid-cooled fourstroke, 72-degree V-Twin engine with DDFI 3 Electronic Fuel Injection ECM
� Compact oblique stacked six-speed transmission configuration
� Ram-air pressurized air box
� Goodyear� Hibrex final drive belt with Flexten Plus technology with a constant-tension pulley for smoother on/off throttle transitions
� Underslung muffler with Helmholtz chamber
� Twin side-mount radiators with outer covers designed to absorb impact
� HVA (Hydraulic Vacuum Assist) clutch with slipper action
� 6-spoke, cast aluminum wheels
� Pirelli Diablo Corsa III tires
� Steel braided brake lines
� Fully adjustable 47 mm Showa� inverted fork
� Fully adjustable Showa� rear shock absorber
� Fuel-in Frame Intuitive Response Chassis
� Rigid cast-aluminum swingarm
� Adjustable hand and foot controls

New 2010 Aprilia RSV4R - Intermational Specifications

Before reviewing The New 2010 Aprilia RSV4R - Intermational Specifications please refer to specifications on the New 2010 Aprilia RSV4R  specifically applied to cross-race

for review of the International sepesifikasi please compare the specs below, which there may be slight differences, but did not rule out the possibility that this motor is to be brought quickly sped, as fast as you want

2010 Aprilia RSV4R - Intermational Specifications
MSRP: �NA

Engine: Aprilia longitudinal 65� V-4 cylinder, 4-stroke, liquid cooling system, double overhead camshafts (DOHC), four valves per cylinder

Fuel: Unleaded fuel

Bore x Stroke: 78 x 52.3 mm

Total displacement: 999.6 cc

Compression ratio: 13:1

Maximum power at the crank: 180 CV (132,4 kW) a 12.500 rpm

Maximum torque at the crank: 115 Nm a 10.000 rpm

Fuel system: Airbox with front dynamic air intakes. 4 Weber-Marelli 48-mm throttle bodies with 8 injectors and latest generation Ride-by-Wire engine management. Choice of three different engine maps selectable by the rider with bike in motion: T (Track), S (Sport), R (Road)

Ignition: Magneti Marelli digital electronic ignition system integrated in engine control system, with one spark plug per cylinder and �stick-coil�-type coils

Starting: Electric

Exhaust: 4 into 2 into 1 layout, single oxygen sensor, lateral single silencer with engine control unit-controlled butterfly valve and integrated trivalent catalytic converter (Euro 3)

Generator: Flywheel mounted 420W alternator with rare earth magnets

Lubrification: Wet sump lubrication system with oil radiator and two oil pumps (lubrication and cooling)

Gear box: 6-speed cassette type gearbox 1st: 39/15 (2.6) 2nd: 33/16 (2,063) 3rd: 34/20 (1.7) 4th: 32/22 (1,455) 5th: 34/26 (1,308) 6th: 33/27 (1,222)

Clutch: Multiplate wet clutch with mechanical slipper system

Primary drive: Straight cut gears and integrated flexible coupling, drive ratio: 73/44 (1,659)

Final drive: Chain: Drive ratio: 40/16 (2.5) or 42/16 (2.625)

Frame: Aluminium dual beam chassis with pressed and cast sheet elements. Sachs steering damper

Front suspension: Upside-down Showa fork with � 43 mm stanchions. Forged aluminium radial calliper mounting brackets. Completely adjustable spring preload and hydraulic compression and rebound damping. Wheel travel: 120 mm

Rear suspension: Twin sided aluminium swingarm; mixed low thickness and sheet casting technology. Sachs piggy back monoshock with completely adjustable: spring preload, wheelbase, hydraulic compression and rebound damping. APS progressive linkage. Wheel travel 130mm

Brakes: Front: Dual 320-mm diameter floating stainless steel disc with lightweight stainless steel rotor and aluminium flange with 6 pins. Brembo monobloc radial callipers with 4 � 34-mm opposite. Sintered pads. Radial pump and metal braided brake hose Rear: 220-mm diameter disc; Brembo calliper with two � 32 mm separate pistons. Sintered pads. Pump with integrated tank and metal braided hose

Wheels: Front: Aluminium alloy with 6 split spokes, 3.5�X17� Rear: Aluminium alloy with 5 split spokes, 6�X17�

Tyres: Radial tubeless. Front: 120/70 ZR 17 Rear: 190/55 ZR 17 (alternative: 190/50 ZR 17)

Dimensions: Max. length: 2040 mm Max. width: 735 mm (at the handlebar) Max. height: 1120 mm Min. height from the ground: 130 mm Saddle height: 845 mm Centre to centre distance: 1420 mm Trail: 105 mm Steering angle: 24.5�

Dry weight: 184 kg *

Fuel tank capacity: 17 litres (4-litre reserve included)

Other: * Kerb weight, without battery and fluids.

New 2010 Ducati Motorcycle 1198R Corse Special Edition

New 2010 Ducati 1198R Corse

Chassis

Features and Benefits

Concept Superbike heritage


Ducati Superbikes, designed, engineered and built in Bologna, Italy, have always represented the pinnacle of Ducati motorcycle technology and racing success. For Ducati, racing and winning are a way of life and a way of thinking for our designers, engineers and everyone at the factory. Our unique engineering solutions are proven on the race track, where the only way to win is to have technical superiority and dependable performance.

Ducati have dominated World Superbike racing, winning more Riders' and more Manufacturers� World Championship titles and more individual races than any other manufacturer. Add these unequalled performances to the historic achievement of winning the MotoGP World Championship, and the results speak for themselves.

Engineered by the stopwatch
Ducati Superbikes are the most advanced, most powerful twin-cylinder motorcycles ever built. They 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, the results are pure excellence. The Ducati Traction Control (DTC) system further underlines our 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 our 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.

S philosophy
The 'S' version Superbike creates a dream package by taking everything that the 1198 model has and adding top-of-the-range suspension, lightweight chassis components and Ducati's impressive DTC traction control system.

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 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.

Ducati Corse Special Edition

The winning of both the 2009 World Superbike and Superstock Manufacturers� titles is a fitting stage on which to present two exclusive and exciting special editions built to mark the historic introduction of a new Ducati Corse logo. The 1198 S Corse Special Edition and 1198 R Corse Special Edition are both equipped with factory team-style aluminium fuel tanks, Ducati Traction Control and a special celebratory Ducati Corse livery.

Engine

Desmodromics The incredible valve performances of our engines are only possible because of Ducati's unique Desmodromic system, where valve closure is activated mechanically.

At high rpm it would be almost impossible for the valve to follow the steep closure profile of the cam lobe if it were relying upon a normal valve spring. With the Desmo system, the valve is closed mechanically with the same accuracy as it is opened, enabling steep cam profiles and radical cam timings.

This system is used on every single Ducati power unit including our world-beating Superbike and Desmosedici MotoGP engines.

Magnesium alloy covers
The weight-saving cam covers in magnesium-alloy are evident by their gold colour.

High-effieciency cooling
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.

Exhaust system
Incredibly lightweight, the exhaust system has been engineered with a power-increasing symmetrical 2-1-2 layout that uses 52mm-57mm diameter tubing with a wall thickness of 0.8mm (0.30in). It is equipped with a catalytic converter and two lambda probes for optimum engine mapping and Euro3 conformity. The system terminates with Ducati's trademark twin under-seat silencers, delivering that unmistakable signature sound of the big bore Desmo 90� L-Twin.

1198 Testastretta Evoluzione
The Testastretta Evoluzione engine is the crowning glory of our development and the perfection of the L-Twin engine. World Superbike dominance for almost two decades is the result of continual commitment to our twin-cylinder configuration. We now share the reward for that commitment with World Championship-winning technology constantly flowing from the factory race team into our production engines.

Volumetric efficiency through the four valves per cylinder is optimised with valve diameters at 43.5mm for the inlet and 35.5mm for the exhaust.

Vacural� crankcases
The 1198 Testastretta Evoluzione engines are the lightest ever used in Ducati Superbikes, thanks to Vacural� technology, a crankcase vacuum die-cast manufacturing process yielding weight reductions of 3kg (6.5lbs) compared to the 1098 Superbike cases. The process ensures consistent and precise wall thickness and increased strength from absolute material purity.

Power & torque curves
The 1198 engine produces 170hp (125kW) @ 9,750rpm and a class-beating 97lb-ft (13.4kgm) of torque @ 8,000rpm.

Crankshaft
The 1198 capacity is achieved using exactly the same 106mm x 67.9mm bore and stroke as the factory race bike.

Elliptical throttle bodies
To keep the highly efficient Testastretta cylinder heads breathing to their full potential, the injection system uses MotoGP-derived elliptical throttle bodies with an equivalent diameter of 63.9mm.

Race-derived detail
The 1198 engines all share the same attention to race-derived details.

Race-designed 1198 pistons have a distinctive double-ribbed undercrown to achieve high strength and reduced friction by using minimal piston wall surface area. Using technology developed for the Desmosedici MotoGP project, the design enables reliable operation of the 106mm diameter pistons when performing at high rpm.

Racing-type rocker arms are 'super-finished' for reduced friction and fatigue at high rpm.

The gearbox's carefully calculated specification allows the use of a high ratio 6th gear, fully enabling the speed increase achieved from additional performance modifications (suggested for track use only). Also with performance in mind and because of its high resistance to fatigue, the gears are machined from the same high-strength steel used in Ducati Corse race applications and are subjected to a shot-peening treatment that further ensures their strength.

Chassis

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 Ducati's lightest frame solutions ever.

Through decades of racing and development, Ducati has proven that innovative chassis engineering and evolutionary frame advancements win races. The tubular Trellis frame, used on every Ducati motorcycle, is a signature design element.

This unique Ducati frame is light, rigid and beautiful thanks to its ingenious Trellis design and use of high quality ALS 450 tubing. Each tube is mitred and micro-fusion welded in a complex triangulated pattern and our incredibly strong L-Twin engine cases are functional 'stressed members' of the chassis.

Brembo Monobloc brakes

Machined from a single piece of alloy, Brembo's powerful Monobloc 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 huge 330mm discs to help achieve spectacular brake performance. The weight of the discs has been kept to a minimum by employing racing-style narrow braking surfaces.

Superbike aerodynamics

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 engine's power output, and assisting the rider to effortlessly 'tuck in' from the wind stream and reduce drag to achieve maximum straight-line track speeds.

Magnesium front sub-frame

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.

Ohlins forks

The high performance, fully adjustable 43mm �hlins 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 �hlins forks is their ability to communicate the condition and quality of the tyre-to-road contact patch, a feature that puts you in superior control.

Ohlins rear suspension

The suspension set-up at the rear features a fully adjustable �hlins rear shock equipped with a ride enhancing top-out spring for outstanding drive and traction. An adjustable rear ride-height, independent of spring pre-load and other suspension settings, enables the perfect set-up for personal riding style or track conditions.

Ohlins steering damper

The front-to-rear �hlins suspension package is completed with a control-enhancing �hlins adjustable steering damper.

Aluminium fuel tank

The new beautifully formed factory team-style aluminium fuel tank comes in a bold red, white and black colour scheme. It weighs 1kg (2.2lb) less than the original tank and boosts the bike's fuel capacity by 2.5 litres (0.66 US gal) to 18 litres (4.75 US gal). The tank is formed in 2mm thick aluminium, brush finished and clear-coated to maintain a factory race tank feel and proudly displays the new Ducati Corse logo on top.

Marchesini 7-spoke 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 'S' and 'R' rides on beautiful black 7-spoke lightweight, forged-aluminium, machine-finished wheels by Marchesini, and are fitted with Pirelli Diablo Supercorsa SC at 120/70 ZR17 for the front and 190/55 ZR17 for the rear. These 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 bike.
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 swingarm is finished in natural aluminium to match the new factory team-style aluminium fuel tank.



Equipment

Single-seat cover
All 1198 models are fitted with a passenger seat which can easily be changed in seconds with a single-seat cover supplied with the bike. The colour-matched part gives the bike an instant racing-style rear-end.

Race kit
Included with the bike is a race kit consisting of a slip-on carbon fibre muffler kit by Termignoni with a dedicated ECU and a Ducati Performance rear paddock stand.

Stopwatch
The digital display is programmed with a stopwatch function that, when enabled, can be triggered by using the high-beam flash button and each recorded time stored in a memory. After your journey or track session, the times or lap times can be recalled from the memory and scrolled through by using the instrumentation buttons on the left-hand switchgear.

Controls
Ducati Superbikes are equipped with adjustable levers that operate Brembo radial-type master cylinders with remote reservoirs. Add easy-to-use switchgear with stopwatch function and DTC and DDA management and it becomes clear that functionality plays a major role alongside performance.

Lighting
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.

Mirror extension kit
All Superbike mirrors come with an optional spacer kit enabling an extension of 30mm over the standard mirror stem length.

DDA
The Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, enables you to review and analyse your performance and that of the bike's, and to make comparisons between various channels of information.

The system records numerous channels of data including throttle opening (A), vehicle speed (B), engine rpm (C), engine temperature (D), distance travelled (E), laps and lap times. It also automatically calculates engine rpm and vehicle speed data, enabling it to display gear selection (F) as an additional channel of information. An additional channel of information is now dedicated to recording the DTC index (G) which can then be viewed as a graphic trace and indicates the amount of DTC interaction during wheel-spin (Subject to model).

At the end of a ride or track session, up to 4mb of data can be downloaded ready to compare, analyse and get an inside view of the performance of both you and the bike.

Carbon fibre
Weight saving is further enhanced with the application of a carbon fibre front fender.

GP-derived instruments
This pure racing digital instrumentation originating from Ducati's 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 S, 1198 S Corse and 1198 R Corse) 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, high-beam, rev-limit, low oil pressure, fuel reserve, DTC intervention (if activated on 1198 S, 1198 S Corse and 1198 R Corse) and scheduled maintenance. The instrument display is also used as the control panels for the DDA (DDA kit supplied as standard on 1198 S, 1198 S Corse and 1198 R Corse) and DTC systems as well as listing lap times recorded by using the high-beam flash button as a stopwatch.

DTC
Ducati were the first manufacturer to introduce a true competition-level traction control system on a production motorcycle. The Ducati Traction Control (DTC) system further underlines Ducati's 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 Championship-winning 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.