Ducati 1098R

**Ben** · 22.11.2007, 19:39

Aus dem Duc Forum geklaut:

Superbike 1098R: die 99% Bayliss-Replica
Auf der EICMA 2007 hat Ducati den Schleier von der 1098R gezogen und damit ein Motorrad enthüllt, das die seriennahen Rennserien der Welt auf den Kopf stellen wird: erstes Superbike der Welt mit Traction Control, 99% der Komponenten 1:1 am Bayliss WM-Motorrad 2008, mit einem Wort: so wie die Desmosedici RR in der MotoGP ist die 1098R das in Serie gehende WM-Bike.

Offizieller Grund: die 1098R ist das Homologations-Motorrad für die Superbike-WM 2008 und es wird bis auf minimale Änderungen so gebaut wie es Troy Bayliss in der WM einsetzen wird: gleiche Fahrwerksgeometrie, gleicher Motor, gleiche Elektronik.

Kurze Eckdaten: leichtestes und stärkstes V2-Motorrad aller Zeiten, mit 165kg auch deutlich leichtestes Superbike am Markt, bestes Leistunsgewicht, überragendes Drehmoment, ausserirdisches Drehmoment-Gewichts-Verhältnis.

Im voll straßenregulären Euro3-Trimm liefert die 1098R bereits 180 PS und irre 134 Nm Drehmoment ab, der mitgelieferte 102 dB Racing-Kit ist für 186 PS gut, mit Racing-Zubehör (Corse-Steuergerät mit erhöhtem Drehzahl-Limit usw.) steigt die Leistung auf über 190 PS. Der Racing-Kit besteht aus Rennauspuff (Carbon-Schalldämpfer) und angepasster CPU.

DUCATI TRACTION CONTROL

Diese Racing-CPU ermöglicht auch die Aktivierung der DTC - Ducati Traction Control. Zum ersten Mal wird damit an einem Serienmotorrad eine Traktionskontrolle freigegeben, die an der 1098R in acht Stufen regelbar ist, wobei Stufe 1 einem ambitioniert zu Werke gehenden Rennstrecken-Kenner gut zu Gesicht steht, während Stufe 8 absoluten WM-Level repräsentiert.

Regeltechnisch gesehen kontrollieren und vergleichen Sensoren (ähnlich wie bei ABS) permanent die Geschwindigkeiten von Vorder- und Hinterrad. Kommt es zum Durchdrehen, "überholt" das Hinterrad das Vorderrad, die Elektronik erkennt daran den Schlupf und nimmt Leistung weg, bis das Verhältnis wieder stimmt und der Hinterreifen wieder greift.

In diesem Zusammenhang ist es interessant zu wissen, dass Sport-Piloten kein hundertprozentiges Wegschalten des Schlupfs wünschen und die Traktionskontrolle daher nie auf 100% stellen lassen. Kontrolliertes Rutschen -- also das Wandern diesseits und jenseits des Limits -- ist an jedem Rennmotorrad ein gewünschtes Element der Fahrdynamik und im Feedback an den Fahrer notwendig, um den Grenzbereich zu erkennen und die Rundenzeiten zu optimieren.

Dass Ducati die Abstimmung der DTC an der 1098R perfekt gelungen ist, darf ohne jeden Zweifel vorausgesetzt werden. Denn es ist unbestritten, das Ducati in der MotoGP die höchstentwickelte Elektronik hat, die an den berüchtigten Raketenstarts der GP-Piloten sehr direkt beteiligt ist. Und die hinter DTC stehende Software der 1098R ist genau das Material, das auch Casey Stoner und Troy Bayliss an ihren WM-Motorrädern einsetzen. Einziger minimaler Unterschied: in der WM wird kein 8stufiger Selektor verwendet, sondern der jeweils zur Rennstrecke passende bzw. vom Fahrer gewünschte Wert wird an der Box per Datenleitung eingestellt.

MOTOR

Der augenfällige Unterschied zu 1098/1098S: 100 Kubik mehr, die 1098R verfügt über 1198 ccm. Das in enger Zusammenarbeit zwischen Racing- und Produktionsabteilungen hergestellte Triebwerk verfügt mit 106 mm Bohrung bei 67.9 mm Hub ein über-quadratisches, extrem kurzhubiges und drehfreudiges Layout.

Die Testastretta Evoluzione-Maschine ist in jeder Hinsicht erneut auf Leichtigkeit, Effizienz, Leistung und Kompaktheit abgeklopft und optimiert:

- Zylinderköpfe und Motorblock sind aus Aluminium und im Sandguss hergestellt, was hohe Robustheit bei geringem Gewicht gewährleistet

- das exzellente flussdynamische Layout der 1098 wurde direkt übernommen, da es neben dem sehr direkten Einlass die gewaltigen Ventile zulässt, die bei der R zum Einsatz kommen: 36.2 mm für den Auslass, 44.3 mm für den Einlass!

- die Ventile sind aus Titan und holen im Verein mit aus hochgradigem Leichtmetall gefertigten Kipphebeln dank geringster Trägheit das Maximum aus dem federlosen System der Ventil-Desmodromik

- die Nockenwellen sind die selben wie im WM-Motorrad, auch die Steuerzeiten sind identisch

- Zylinderkopfdeckel aus Magnesium garantieren optimale Präzision und Wandstärken bei geringem Gewicht

- die Kolben wurden intensiv überarbeitet und im Aufbau gegen die hohen Lasten des Gasflusses und der Trägheit verstärkt und versteift. Verdichtung: 12.8:1. Die Kolben des WM-Motorrads verdichten noch einen Tick höher.

- eine kräftige Gewichtsersparnis kommt von den Titan-Pleueln, sie sind 130 Gramm leichter als jene der 1098. Die Pleuelaugen werden speziell behandelt

- das Renngetriebe ist anders übersetzt als das der 1098 und wird aus härterem Stahl gefertigt, ausserdem noch spezialbehandelt

- die ultrastabile Rutschkupplung isoliert den Motor beim Anbremsen gegen das Drehmoment des Hinterrads und sorgt damit für Stabilität in der Bremszone

- ovale Drosselklappenkörper sind eines der Geheimnisse der Leistung der 1098-Serie. Bei der R sind sie noch etwas größer dimensioniert und erstmals mit zwei Einspritzdüsen über dem Butterfly ausgestattet: einer 4-Loch-Zentraldüse und einer seitlichen 12-Loch-Düse

- zu guter letzt helfen Zahnriemenabdeckungen aus Carbon, das Gewicht zu drücken. Unterm Strich konnten 3.5 Kilo auf die 1098 und 6.5 Kilo auf den 999R-Motor gespart werden!

Auch das Auspuffsystem der R ist nochmals leichter als das der 1098. Gleiches symmetrisches 2-1-2 Layout, aber 30% geringere Wandstärke (0.8 mm), 52 - 57 mm Rohrdurchmesser. Die Euro3-konformen Schalldämpfer der Underseat-Anlage werden aus Stahl und Titan gefertigt.

FAHRWERK

Keine dramatischen Unterschiede zum Rahmen der 1098 mit seinem überragenden Verhältnis von Gewicht zu Steifigkeit. Optisches Glanzlicht ist die schwarz lackierte Schwinge, technologisches der Öhlins TTX-Monoshock. Die TTX-Technologie erlaubt erstmals völlig unabhängig voneinander arbeitende Zug- und Druckstufen und kommt ohne Shims und Öldurchflussbohrungen aus.

Der Abstimmungsbereich wird mit diesem Federbein extrem groß, ausserdem birgt es Gewichtsvorteile und erlaubt auch eine Höhenverstellung des Fahrzeughecks.

In den Gabelbrücken finden sich voll abstimmbare 43mm Öhlins-Gabeln mit Titannitrid-Beschichtung ein, die ungewöhnliche Rückmeldungen über die Kontaktfläche zwischen Reifen und Asphalt zulassen, ein Schlüssel zur Fahrzuegkontrolle auf WM-Niveau.

Das Öhlins-Package wird durch einen voll abstimmbaren Lenkungsdämpfer vervollständigt.

Was die Bremsen betrifft, so kommen Monoblock-Brembos zum Einsatz, also aus dem Vollen gefräste Bremszangen, die in Sachen Steifigkeit und Bremsgefühl das Nonplusultra darstellen. 330 mm große, extraschmale Renn-Bremsscheiben sorgen im Verein mit den Monoblocs für spektakuläre Brems-Performance, ohne das Gewichtskonto zu belasten.

Räder: Superleichte geschmiedete Marchesinis sparen fast 2 kg auf die 1098 S und ihr Vorteil ist in fast jeder Fahrsituation deutlich spürbar. Ihr goldenes Finish unterstreicht den extremen Racing-Status der R.

Bodywork: die Verkleidungen der 1098 R und S folgen exakt der genialen Aerodynamik der 1098. Etliche Verkleidungsteile - auch der vordere Kotflügel - werden aus Carbon gefertigt. Letztendlich ist auch die Sitzbank mit all ihrer Hingabe zum Detail ein Kunstwerk für sich.

Der extreme Look der 1098 R wird durch die Startnummernfelder, die goldenen Felgen und die schwarz eloxierten Alu-Komponenten unterstrichen - genau wie bei der F08, die 2008 in der Superbike-WM antreten wird.

Originale Präsentation hier auf [www.ducati.com]

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das einzige was mich stutzen lässt ist:

2kg leichtere Schmiederäder als die der S? Und das ohne Magnesium? Glaube ich nicht.

**Guenni1970** · 22.11.2007, 20:08

Geile Sache das! Aber der Link auf Ducati.com funzt nicht!

**Guenni1970** · 22.11.2007, 21:16

Nu funzt er!

**Thorsten** · 30.12.2007, 22:40

Räder: Superleichte geschmiedete Marchesinis sparen fast 2 kg auf die 1098 S und ihr Vorteil ist in fast jeder Fahrsituation deutlich spürbar. Ihr goldenes Finish unterstreicht den extremen Racing-Status der R.

Aha.

Naja , nur eines der Ungereimtheiten.

**Ben** · 28.01.2008, 12:23

Von Ducati direkt:

DUCATI 1098 R

The lightest, most powerful twin-cylinder bike ever and true competition-level traction control system supplied as standard for maximum track performance.

The 1098 R is the ultimate Superbike. The most advanced, most powerful twin-cylinder motorcycle ever built, with the highest torque-to-weight ratio in the sport bike category. It is the product of a team of designers and engineers focussed on one objective only – to win.

The ‘R’ is a race bike, pure and simple. Its competition specification and superior components together with advanced electronics and race-proven chassis technology deliver a level of performance that empowers you with confidence and capability.

World Superbike rule changes mean that the road-going ‘R’ version is closer than ever to the factory race bike. The 1098 R is not a replica - it’s the real deal. An incredible 180 hp L-Twin Testastretta Evoluzione engine in a race-winning Trellis chassis set-up tips the scales at an unbelievably lightweight 165 kg (364 lbs) and comes with a race kit that introduces Ducati Corse’s world championship winning traction control system.

Once again, Ducati raises the bar and sets the world standard for sport bikes while turning the heads and racing the hearts of enthusiasts throughout the world.

1098 Technology: Trademark Ducati features like the high tail section, compact front end, twin under-seat silencers and single-sided swingarm are just some of the features that turned the 1098 models into an instant award-winning success. When launched in November 2006, the 1098 and 1098 S introduced a number of ‘firsts’ for Ducati and production sport bike design. It was the first production motorcycle to have the amazing stopping power of Brembo Monobloc brakes, the first to have a data acquisition system integrated as standard equipment and the first to use an ingenious construction method for its weight-saving single-sided swingarm. More ‘firsts’ for a road-going Ducati included the direct application of MotoGP technology, like the power producing GP6-derived elliptical throttle bodies and the use of the information-rich instrumentation originally developed for the World Championship-winning Desmosedici GP7.

The ‘R’ version of the 1098 is not only the flagship of the Superbike family, but also the platform on which the very latest Ducati Corse technologies are expressed in street bike form. The 1098 R takes all the original 1098 features, reduces weight even further and adds an extra 20 horsepower, traction control, sand-cast crankcases, titanium valves and con-rods, TTXR rear suspension and much more to produce the most awesome performance ever seen in this category.

The 1098 R comes with a race kit, which is intended for track use only, boosting power output from 180 to approximately 186 hp. The kit consists of a 102dB carbon fibre slip-on muffler kit by Termignoni and a dedicated ECU. The ECU not only has reconfigured mapping to suit the racing mufflers, but also initiates the system dialogue that controls the DTC (Ducati Traction Control) system. The 1098 R is the first ever production bike to be fitted with a true competition-level traction control.

1098 R Testastretta Evoluzione power

The 1098 R engine represents the finest twin-cylinder technology in the world. It produces 180 hp (132.4 kW) @ 9,750 rpm and 99.1 lb-ft (13.7 kgm) of brute torque @ 7,750 rpm in standard mode and an astonishing 186 hp when using the supplied race kit, which is intended for track use only.

The specification of this engine underlines its no-compromise race technology. To help contain the massive ‘R’ power output, the crankcases and cylinder heads have been sand-cast produced, a process that improves the molecular quality of the casting, increasing strength while ensuring that intricate shapes are achieved with absolute accuracy. Confirming the 1098 R’s race specification by minimising weight and increasing performance, the crankshaft connecting rods are made in titanium saving 130 g over the stock 1098 rods while reducing their reciprocating forces and improving crankshaft acceleration. Cam belt covers moulded in carbon fibre and cam covers cast in magnesium alloy complete the lightweight package. The result is a weight saving of 5.6 kg (12.34 lbs) over the 999 R engine and 2.2 kg (4.8 lbs) less than the 1098.

The increased capacity of 1198.4 cc is the product of a larger bore and stroke of 106 x 67.9 mm and is fed through four titanium valves per cylinder and compressed to a ratio of 12.8:1. The valves, which are chrome nitride (CrN) coated, have been increased in diameter by approximately 5% to 44.3 mm for the inlet and 36.2 mm for the exhaust. They are actuated by rocker arms that are super-finished for reduced friction and fatigue, and double overhead camshafts with radical profiles that achieve approximately 16% more lift than the standard 1098.

These incredible valve performances 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, but with the Desmo system the valve is mechanically closed with the same accuracy as it is opened, enabling steep cam profiles and radical cam timings. This system is used on every single Ducati motorcycle including the world-beating Desmosedici MotoGP bike.

The pistons utilise the same design developed for the Desmosedici in the Ducati MotoGP program by using a distinctive double-ribbed undercrown to achieve high strength with minimal piston wall surface area and, therefore, less friction. In this way, the 106 mm RR58 alloy components are able to operate reliably at high rpm while delivering incredible performance.

The 1098 R elliptical throttle bodies have been increased 6.5% in size compared to the 1098, a diameter now equal to 63.9 mm. For the first time on a road-going Ducati, twin injectors are used on each cylinder. The first centrally mounted injector feeds through a 4-hole nozzle while the second offset injector feeds through a 12-hole nozzle ensuring progressive and fluid power delivery throughout the rev-range. With this configuration the system has the capacity to provide much heavier fueling when used in competition.

The gearbox shares the same ratios as the 1098 and 1098 S, except for 3rd, 4th and 6th gear, which has a higher ratio so as to be able fully exploit the speed gained from the supplied race kit or additional performance modifications. 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 with 3rd, 4th, 5th and 6th gears being subjected to a shot-peening treatment that further ensures their strength and reduced fatigue. The dry, multiplate ‘slipper’ clutch reduces the destabilising effect of aggressive downshifting and helps provide the fine control required when used under extreme track conditions.

The 2-1-2 exhaust system, which complies with Euro 3 emission standards, is formed in 52 mm-57 mm diameter tubing with a wall thickness of 0.8 mm (.030 in) and terminates with Ducati’s trademark twin under-seat mufflers beautifully formed in super lightweight titanium and stainless steel.

Chassis

The 1098 R chassis and suspension components are the results of detailed study and a performance first priority approach to development. The goal was to achieve even more weight saving while building in strength and rigidity to manage the incredible power of the new 180 hp engine. The result is an impressive 16 kg (35 lbs) overall vehicle weight reduction compared to the 999 R and an impressive 6 kg (13 lbs) over the already lightweight 1098 S.

Trellis frame

Developed in cooperation with Ducati Corse, the 1098 R Trellis frame features main section tubes in ALS 450 with a diameter of 34 mm and 1.5 mm thickness to achieve a total weight of just 9 kg (19.8 lbs) and an extremely high strength-to-weight ratio. Race-proven with hundreds of victories, the Trellis design remains the chosen engineering solution by Ducati Corse and a feature of every Ducati motorcycle.

Front subframe

As with all the models in the Superbike family, the front subframe is produced in magnesium alloy to reduce the weight to just 0.61kg (1.3 lbs). While its construction ensures secure, rigid support for the headlamp, instruments and fairing, the weight-saving around this high, forward position contributes considerably to overall ‘feel’ and control of the machine.

Rear subframe

Underlining its competition intention, the 1098 R is designed as a true ‘monoposto’ with no provisions to carry a passenger. By producing the rear subframe in aluminium alloy it has enabled a 50% weight reduction (compared to biposto models) to 1.3 kg (2.8 lbs).

Single-sided swingarm

The 1098’s unique single-sided swingarm is made up of main operational components in aluminium castings so as to ensure strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections used to fuse the construction into a single, beautifully engineered component. For the ‘R’ model, the swingarm is finished in black to denote its racing status as well as to contrast sharply against the ‘racing gold’ wheels.

Rear Suspension

Working together with the single-sided swingarm and an efficient linkage is a fully adjustable Öhlins TTXR single shock. Used for the first time on a Ducati production bike,
this exclusive shock gives top performance while enabling considerable weight-saving over similar components produced with traditional technology.

The TTXR uses twin tube technology and offers totally separate damping adjustment in compression and rebound. It uses experience gained in MotoGP to minimise friction and reduce the risk of cavitation under extreme conditions. A vitally important feature of the rear suspension system is the ability to adjust rear ride height independent of spring pre-load and other suspension settings, critical when seeking the perfect set-up for personal riding style or track conditions.

Front Suspension

The front the of new 1098 R boasts fully adjustable 43 mm Öhlins with low friction Titanium Nitride sliders feature radial Monobloc caliper mountings. The unique look of these mountings further endorses the no-compromise racing specification of the 1098 R. The Öhlins set-up offers superior road holding, delivers precise feedback, and enables every rider to be more confident and in control. The Öhlins package is completed with a control-enhancing, fully adjustable steering damper.

Control

Brembo Monobloc calipers

The 1098 R is also equipped with Brembo’s Monobloc caliper racing technology. The M4 calipers use four 34 mm pistons and two large surface pads for maximum stopping power. The calipers are machined from a single piece of alloy compared to the bolt-together construction of conventional ones. The Monobloc design has much higher rigidity and resistance to distortion during extreme braking and gives a much more precise feel at the brake lever. The massive 330 mm discs and Monobloc caliper technology combined with the legendary stability of Ducati’s Trellis frame and the 1098 R’s lightweight 165 kg (364 lbs) now makes world championship level brake performance available for the road.

Super lightweight wheels

One of the most effective ways to improve the handling and performance of a motorcycle is to reduce its unsprung weight by using superior lightweight wheels. The 1098 R uses lightweight Marchesini Y-shaped spoke wheels created from forged then machined alloy and finished in ‘racing gold’. Both front and rear wheels achieve a lower moment of inertia and unsprung weight to enhance the 1098 R’s change of direction and braking performance.

Fairing and finish

Wind-tunnel development has enabled excellent aerodynamic penetration, allowing the rider to take a perfect racing stance, effortlessly. Great care has been taken in the design of the air supply ducts so to ensure efficient air-flow through radiator and oil coolers as well as provide ample air delivery to the airbox feeding the powerful Testastretta Evoluzione engine. The fairing belly-pan, tank lower side panels, seat assembly and front fender in carbon fibre are contributing factors to the overall performance of the machine.

In true ‘R’ style, the red bodywork sports white background number plates on the tail section and nose fairing. The front and rear Marchesini wheels are finished in ‘racing gold’, exactly the same as the F08 official factory race bikes and the fairing belly-pan, front fender and side panels are left in a contrasting natural carbon fibre finish.

Finally, the small red, white and green tricolore graphic, neatly shaped between the twin headlamps in the nose fairing, proudly underlines the Italian design, style and precision race engineering of this motorcycle.

Electronics

Instrumentation

Desmosedici-style digital instrumentation is taken from Ducati’s MotoGP World Championship winning GP7 project. This pure racing, minimalist solution has no switches or buttons to compromise its clean lines. Instead, information additional to the default read-out is managed by handlebar-mounted switch gear, allowing the rider to scroll through and select from various menus. The default read-out 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. The instrument display also doubles as a control panel for the activation of the data acquisition system as well as listing lap times recorded by using the high-beam flash button as a stopwatch. For the 1098 R, fitting of the race kit initiates dialogue between the race kit ECU and the display to activate the DTC (Ducati Traction Control).

Traction control

For the first time ever on a production motorcycle, a true competition-level traction control system comes integrated into the 1098 R electronics as standard equipment. Activated by fitting the race kit ECU, which is designed to be used with the race mufflers and so intended for track use only, the Ducati Traction Control (DTC) system is accessible via the digital instrument display and offers eight levels of control.

The DTC is the same system developed and used by Ducati Corse for their world championship winning MotoGP and World Superbike projects and offers a choice of eight profiles developed by professional racers. Each profile has been programmed with a wheel-spin tolerance matched to progressive riding levels of skill and confidence from one to eight. Underlining the fact that this is a professional system intended strictly for track use only by competent riders, profile eight has been developed by the official Ducati MotoGP test rider, Vittoriano Guareschi.

Choose the profile that best suits the track conditions and riding style and, upon activation, front and rear wheel sensors compare speed differential to sense when rear traction is being broken (wheel-spin). Using exactly the same software logic developed and used by Ducati Corse, instant electronic adjustment to the ignition advance or a pattern of ‘spark cuts’ initiates immediate control over power output so as to restore traction at the rear wheel before re-establishing normal power delivery. In this way, DTC provides an incredible advantage during mid-corner acceleration.

Once again Ducati raises the bar for the sport bike category by transferring its MotoGP race technology into production.

Data acquisition

Supplied with the 1098 R, the Ducati Data Analyser (DDA), which includes PC software, a USB-ready data retrieval card and instructions, enables owners to review and analyse the performance of the bike and its rider, and make comparisons between various channels of information.

Normally used on race bikes only, the system 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 also display gear selection as an additional channel of information. At the end of a ride or track session, up to 2 mb (approximately 3.5 hours) of data can be downloaded to a PC ready to compare, analyse and get an inside view of the performance of both the rider and the 1098 R.

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 are able in factory teams.

Further information are available http://www.ducati.com/en/bikes/my200...mily=Superbike

COLOUR SCHEMES

Fairing Frame Wheels

1098 R Red Red Racing Gold

**Ben** · 28.01.2008, 23:49

MCN hat die 1098R getestet und ist damit 4 Sekunden schneller gewesen als mit der 1098S. Mal ehrlich Jungs, fresst ihr zum Frühstück Crack? Wer soll denn den Scheiss glauben.

http://www.motorcyclenews.com/MCN/Ne...ti1098rlaunch/