 There are a lot of readily available production parts on Troy Bayliss' 1098F 08 Superbike including the Ohlins TTX Rear Shock and FGR 800 Front Forks, 70mm Termignoni Exhaust Systems, Ducati Performance 529 Chain Kit and Corse Foot pet set. There's also a lot of things you don't notice and can't easily buy like the lighter carbon fibre bodywork and aluminum gas tank, the adjustable steering head, as well as hotter cams and increased compression for running on race fuel. The 1198cc engine has to run intake restrictors in World Superbike to limit its peak power output. And while down on peak horsepower and top speed to the Japanese 1000cc inline 4's, its midrange punch and tractability off the corners makes it a race winner under Troy Bayliss.
Ducati 848 / 1098 / 1198 / 1098R (aka 1198R) Set Up
by Jim Gianatsis
The 4th generation Ducati Superbike, the 1098 Series which entered production in 2007, was the bike which Ducati introduced to correct all the faults of the previous 999 Superbike series, and return Ducati to the glory days of the 2nd generation 916 / 996 / 998 Superbike. It did just that: modernizing the looks of the 2nd generation bike which everyone loved now, even more. And the new 1098cc Testate engine which produced a potent 160hp in base form, with an incredible low-end power band, was now, arguable the best superbike engine ever.
Making the 1098 a huge sales success its first year out was a new, reduced pricing structure which made the beautiful new Ducati Superbike more closely affordable to the popular Japanese bikes. And Ducati quickly followed it up with the smaller displacement 848 Superbike with an even lower price point right in Japanese sportbike territory. Ducati was now had a Superbike t directly compete with the Japanese, particularly in the 600cc sportbke class.
I'll go on record here to say I'm not a bike fan of the 848 Superbike, only because it is essentially a underpowered 1098, still retaining the big liter bike chassis and engine, when it should have been designed as a smaller dimensioned bike from the ground up. Still, because of minimum weight limits in racing and the fact a V-twin engine can displace up to 750cc in the 600cc in-line four class, it can be competitive on the track. And it allows more people to afford the incredible Ducati Superbike experience.
Click to go BIG
Must Do Handling Improvements
Change the Stock Steering Head Angle to 23.5° Degrees and Install a Softer Rear Spring
In an effort to reduce the retail price of the 4th generation Superbike, Ducati make one major mistake that seriously hampers the handling performance of the bike. They eliminated the expensive to produce adjustable 23.5° - 24.5° degree steering head assembly, instead giving the 848/1098/1098S models a fixed steering head at 24.5 degrees. They chose this slower setting because when the old generation bikes were delivered they came set at 24.5 degrees, and according to Ducati research only 10% of the owners ever turned them in to the quicker steering 23.5 degree setting.
However, all the Ducati Corse factory Superbikes and MotoGP bikes have also been set at 23.5 degrees for the track. And all current Japanese superbikes come stock at 23.5 degrees, And all of Ducati's streetbike line including the Monsters and Multistrada come with a quicker angle of 24.0 degrees. Effectively the 4th generation bike handles very slowly and does not turn-in well on the track or on tight roads with the 24.5 degree setting. If you have read any of the Superbike comparison tests in the motorcycle magazines, the stock 1098 turns considerably slower lap times by 1-2 seconds despite having the best power, and best handling control once you are turned-in to the corner.
I purchased a 1098S Tri Colore the first year (2007) the new generation bikes came out, but disliked riding it immediately because it didn't turn -in. It was like steering a truck. And this was after I exhausted all the suspension settings that were available on the stock from racing the forks in the front triple clamps by 4 marks to lower the front end, and raising the rear ride height on the adjustable shock strut (effectively giving the bike a quicker steering angle). This helped somewhat, but it made the bike all jacked up on the back and even less comfortable to ride. At the time there were no parts available to adjust the stock steering head angle. I ended up selling it when I heard the new 1098R was supposedly coming out with the old adjustable steering head.
 |
Nichols Manufacturing
913 Hanson Court
Militias, CA 95035 USA
http://www.nicholsmfg.com
ph: 408-945-0911
Fax 408 945-8127
ITEM: Triple Clamp Kit
APPLICATION: 1098, 848
PRICE: $1150 - Nichols adjustable offset triple clamp kit for Ohlins or Showa forks. The kit includes three offsets options, 28, 30, and 32mm. This triple clamp allows you to alter the handling and steering characteristics of your Ducati. CNC machined from 6061 and 7075 aerospace alloys. Both upper and lower clamps feature multiple pocket design to reduce the weight while providing un compromised strength.
Please specify Ohlins or Showa forks when ordering. |
In 2008 AMA Formula 600cc Extreme class racing Larry Peg ram raced a Ducati 848 and had difficulty turing competitive lap times until Ducati Corse supplied him with offset steering head bearing races to pull in his bike's steering angle. However, installing and lining up the steering races in the frame's steering head and triple clamps is very difficult. Hopefully Ducati will modify the stock frame to the correct steering angle with a future update. But now, there are adjustable steering stem kits becoming available. Here (shown above) is a nice looking kit I found online from Nichols Manufacturing.
 |
Modifying the 1098 / 1198R
Steering Head Bearing Cage to make it Adjustable
As I mentioned, the new limited homologation (450 built) 2008 model Ducati 1098R was supposed to come with an adjustable steering head.
Well, it did and it didn't. The bike has the larger steering head tube in the the frame head, and inside is an offset steering bearing cage that can be rotated from 24.5 to 23.5 degree. But again, for some stupid cost cutting reason they left off the easy-to-adjust external tooth adjustment as found on previous generation 916-998 and 999 bikes, and currently on the 1098RS and F Corse race bikes.
Instead, the internal bearing cage comes fixed and drilled for the locating pin at just the 24.5 degree angle. So to rotate the offset steering head cage you need to spend a couple of hours disassembling the steering head, pull out and drill the aluminum bearing cage (shown at left) with another locating pin hole at 180° from the 24.5 ° pin hole as shown in my photograph at left.
With my contacts at Ducati Corse I was actually able to buy the optional RS adjustable steering bearing cage that is a beautiful machined and very rugged billet piece, but at $1600 it was pretty much a waste of money. Just drill the stock cast aluminum cage which is actually lighter.
Just to give you an idea of how important it is to change the bike's steering head angle for better track handling, Ducati Corse actually has an entire range of adjustable bearing cages for the RS and F bikes as shown in the chart below. |
Ducati Corse Stock and Optional 1098R, RS, F Steering Head Spacers
| Part No. |
Description |
Notes |
| 34310151A |
STEERING ANGLE 24° CENTERED |
Spacer Only |
| 34310161A |
STEERING ANGLE 23,5 OFFSET +5 or 24,5° OFFSET -5 |
Spacer Only |
| 34310171A |
STEERING ANGLE 24° CENTERED OFFSET ±5 |
Spacer Only |
| 34310191A |
STEERING ANGLE 24,5° OFFSET +5 or 23,5° OFFSET -5 |
Stock, Complete Assy
w/ Bearings |
| 34310201A |
STEERING ANGLE 23° CENTERED or 25° |
Spacer Only |
| 34310221A |
STEERING ANGLE 25° OFFSET -2.5 or 23° OFFSET +2.5 |
Spacer Only |
 |
Department of Suspension Chassis Kit
for Ducati 848 /1098/1198 Superbikes
http://www.departmentofsuspension.com
Department of Suspension
7720 Roxbury Ct.,Ypsilanti, MI 48197
Email: departmentofsuspension@yahoo.com
$1199 for the 1098-1198 Kit and
$1289 for the 848 - (include aurrora rod end bearings to allow for rear ride height adjustment)
A complete Chassis Set up Kit for the 848/1098/1198 Ducati Superbikes to get the bike's fixed steering head angle back to the ideal 23.5 ° setting. This setup is made by experience race chassis tuner and comes complete with a ride height measurement tool, written chassis set up instructions. They also recommends changing to softer rate springs which they also can supply. Final Numbers:
Trail 100mm
Swingarm angle 10.4deg
Steering head angle 23.3 deg
Front ride height 715mm
Rear ride height 255mm (measured with DOS tool)
Swingarm length 505mm
Wheelbase 1436mm
Weight distribution 52f/48r |
Getting the Correct Rear Spring Rate
The other major problem with the stock 848 / 1098 bikes are that their rear spring rates are ridiculously too firm and un useable. No amount of backing off the rear shock's spring preload setting will help. I am a pro caliber rider weighing 220lbs / 240 pounds with riding gear and the Ohlins equipped 1098S and 1098R's springs are just too firm with their supplied 90N / 514lbs./in. springs. You might think these Superbikes come sprung for carrying a passenger, but no one rides 2-up on a Ducati Superbike, particularly the 1098R which comes with a solo race seat!
For my riding weight over 220 lbs I drop down to the next lightest Ohlins spring rate which is 85N / 485lbs. If you have a more normal body weight around 180lbs., you'll want to go 2 steps lighter on the shock spring to 80N / 457lbs. The chances are your Ducati dealer does not stock alternate shock springs, so you can order these direct from Ohlins USA.
I've since talked to an Ohlins factory engineer and told me all the Ducati 1098 / 1198 Superbkes with Ohlins shocks are spec'ed with a shock spring that is too long (as well as too stiff) - giving the shock way too much preload. He specifically told me the stock rate spring needs to be replaced with a new Ohlins spring that is 10mm shorter in height. This is where I suggest starting, with the shorter spring and also, dropping down on the spring rate by 1-2 steps based on your body weight.
 |
Upgrade to an
Ohlins TTX Rear Shock
If you ride hard, or will on the race track, if you have the base model 848 or 1098 you definately want to upgrade the stock shock to a better performing Ohlins race shock.
The factory Corse team uses the latest Ohlins TTX shock which also comes stock on the 1098R. What is nice about this TTX shock is both the Rebound and Compression damping knobs are easily reachable at the top of the shock for quick tuning. The previous generations Ohlins which comes on the 1098S model requires removing the left footpeg assembly to adjust the the Rebound screw through a deep access passage in the swingarm. |
As far as installing a rear shock, springs and steering head components yourself on a 848 / 1098 I'd say do not attempt it yourself. These bikes are not easy to service and require many special tools, spring compressors and support stands which you probably don't have. You can easily spend 1-2 days hours the first time attempting a shock or steering head change and give up in frustration. Changing the rear shock spring requires jacking up the engine, removing the drive chain and dropping the swingarm. It's a lot easier paying the Ducati dealer for the 2 hrs labor his mechanic can do it in, and knowing if the bike falls off the stand it's not your problem.
Engine Performance
 |
Ducati Performance Full Race Termignoni Exhaust System
A Ducati Superbike is not complete without a full race Ducati Performance Exhaust System. There are a few other comparable quality performance exhaust systems for your Ducati from Akrapovic and Arrow, but the Ducati Performance system includes a fully calibrated CPU module just for your bike that easily plugs in, in replacement of the stock CPU. Changing just the mufflers or the complete exhaust system without recalibrating the fueling will possibly negate any possible performance gains.
You will also get a significant weight reduction of around 10 pounds by just replacing the stock 848 / 1098 mufflers with the lightweight race silencers, And you'll save another 5 pounds with the full race system by eliminating the servo controlled exhaust valve in the stock center pipe. Unlike the power valve on a Yamaha, this valve on the Ducati Superbikes is used to lower exhaust noise at partial throttle. |
 |
As seen in the dyno chart at left , the full 70mm Ducati Performance Exhaust System for the 1098 engine provides a significant power gain (stock Red, modified Blue) throughout the RPM range. Most impressive are the huge power and torque gains from 3,500 to 7,500 rpm in the street riding range. (The top bands are Horsepower, the lower bands are Torque). The stock 1098 engine is rated at 160hp
For canyon riding the bike literally explodes and jumps from corner to corner, never having to be taken over1/2 throttle. On my 1098S Tricolore I could just leave in 3rd gear from 40-100mph, and short shift it at 8,000.
For track use, the performance gain above 8,000 RPM is just as impressive. I actually like this 1098 Termignoni equipped engine better than the bigger 1198cc R motor, as it is much smoother, torquier and and easier to ride than the bigger R motor which is a higher state of tune.
|
The new Superbike 1098R has a street legal power output of 180hp (132.4 kW) at 9750 rpm and a torque value of 13.7 km (134Nm) at 7750 rpm to place the 1098 R at the very top of its category. Bolt on the full Termignoni exhaust system which comes in the shipping crate wit it and your good for around 190 peak horsepower. That as much power and more torque than Troy Bayliss' 999F07 factory bike during the 2007 World Superbike season. And very close to the inlet restricted 1098F08 Corse bike being raced and winning the 2008 Championship.
Slipper Clutch, Lighter Clutch Packs
You can complete your 848 / 1098 engine performance upgrade with a Ducati Performance, STM, Adaptive or Bucci Slipper Clutch Kit so you can bang those downshifts without fear of locking up the rear wheel. With your Slipper Clutch upgrade, Ducati Performance was offering a Carbon Fibre Clutch Pack which I'm running on my 1098R which is 2 pounds lighter than the stock clutch pack, significantly increasing performance and reciprocating weight which helping to reduce the bike's overall weight. Currently the Carbon Fibre Clutch Pack s are not listed in the Ducati Performance Catalog, having been replaced by a possibly just as light Aluminum Clutch Kit Part No. 19020111A.
520 Chain Kit, Alloy Sprockets
Another big performance gain can be achieved by replacing the stock 848 / 1098 Superbikes' 530 chain and stock steel rear sprocket with the Ducati Performance 530 Chain Kit. The just as strong, yet slightly narrower 520 chain allows for slightly narrower front and rear drive sprockets, which are also replaced with a lighter aluminum rear wheel sprocket, and a drilled steel countershaft sprocket at the transmission output shaft. The overall weight savings is 2lbs, or both unsprung bike and reciprocating engine weight. Both handling, acceleration and braking are improved. When I make this conversion on my Ducati bikes, I opt to go 1 tooth smaller on the front primary, and one tooth larger on the rear sprocket, from 15/38 to 14/39 keeping the stock chain length and centered wheelbase adjustment, which slightly lowering the Ducati's too tall stock gearing, so an additional gain in quicker acceleration is achieved as well.
 |
 |
More Goodies from Ducati Performance Catalog
Above Left: This gold anodized adjustable rear shock strut is the actual part used by Ducati Corse on all their team bikes. It makes adjusting the rear ride height (which helps set ground clearance, steering angle and front or rear weight bias) much quicker and easier than the stock link by just losening the pinch bolts and turning the center nut.
Above Right: This Ducati Corse Adjustable Foot Control Kit features folding Foot Pegs, Gear and Brake Levers with adjustable height and rearset. The Foot Pegs are much shorter than stock to provide additional cornering clearance n the track, and the folding feature prevents the foot controls frm breaking in a fall. But be forewarded the shorter Foot Pegs end at the middle of your boot and your foot will tend to fall off the Pegs more often as Troy Bayliss always seems to have happen to him. That's the tradoff fr cornering at 60° lean angels on the track.
The vented Titanium Clutch Cover from NCR weighs nearly nothing, and is about 1 b lighter than the stock aluminum clutch cover which is designed for crash protection. Hopefully this Ti cover is a little stronger than the vented alumimum clutch ccvers.
Another big weight savings is avaialble with the Ducati Performance Alloy Gas Tank Cap Assemply which is over 1lb. lighter than the bike's stock locking gas cap. If yu can afford it, there's up to 25 pounds in weight saving, performance enhancing prducts available for yur bike in the Ducati Performance Catalog online at Ducati.com at at your Ducati dealer.
Above, Alan Cathcart reports on Larry pregram's race prepared 848 Ducati Superbike, which details how you can also improve the base model 1098. Click on the thumbnails (upper lleft) for the complete test report.
Lighter Wheels
If you purchased the base model 848 /1098 then it came with alreaded cast and machined lightweight ally wheels. However the forged marches wheels found on the 1098R are even lighter and a good choice, particularly if you need a send set of wheels for track tires. However, if you are spending the money for forged race wheels, I would suggest getting the carbon fibre BST or or Ducati Purfermance Dymag wheels which are even another 1-pound lighter each tan the forged wheels. You will immediately feel the difference and improvement in handling, acceleration and braking.
I have BST wheels on a couple of my Superbikes, and today the latest BST and Dymag wheels are TUV approved for road use, are nearly indestructible and can be tire mounted on normal bike shop tire mounting machines.
 This is my 1098R with Calendar Kitten Rachel, to be featured in the 2010 Fast Dates Calendar along with Troy Bayliss' 1098F 08 (above). Noted the personalized license plate "1198R 08" to denote the bike's true displacement. The new 2009 model Ducati Base and S-Model Superbikes also go to the larger 1198cc engine, but per usual Ducati practice, the 2009 Troy Bayliss R-model replica is still labeled a 1098R to commerate his 2008 World Superbike Championship winning bike.
Go to: Paddock Garage Contents
Basic Suspension Setup Page 1 • Advanced Suspension Setup Page 2
|
