BMW took the official wraps off its new literbike contender, the S1000RR, at the legendary Monza Racing Circuit last weekend in conjunction with an Italian round of the World Superbike Championship.
Although we already teased you with some details that have trickled out about the bike in our A Closer Look article, we now have been given full details about BMW’s new Superbike contender.
The pertinent numbers are a claimed 193 horsepower (at the crankshaft) and a 403.5-lb claimed dry weight. In a ready-to-ride form including fuel, BMW says to expect 450 lbs of weight. DTC Dynamic Traction Control is an appealing option, as is the Race ABS that adds just 5.3 lbs to the bike’s weight. Also innovative is the RR’s variable-length intake tracts that work in harmony with a 14,200-rpm redline, the highest among its rivals. BMW didn’t try to break any new ground in choosing an inline-Four engine with an aluminum frame for the S1000RR. In its foray into the highly competitive literbike market, the German manufacturer followed the tried and tested model that has proven so successful for its Japanese competitors.

BMW did employ technology from its Formula 1 program into the S1000RR’s cylinder head. The S1000RR’s four extra-light titanium intake and exhaust valves per cylinder are operated by equally light single cam followers. According to BMW, the cam followers weigh 11 grams (0.388 ounces), almost 50% lighter than what BMW uses in its K-series motorcycles. BMW says the light and tiny cam followers gave their engineers more freedom in choosing ideal valve lift curves to optimize performance. A short sprocket driving the camshaft through an intermediate gear helps the S1000RR’s engine help provide what BMW promises to be “supreme revving qualities at highest speeds as well as exact maintenance of valve timing with very compact dimensions”.

The S1000RR also features a cylinder bore of 80mm, which is larger than the 74.5mm bore found on the Suzuki GSX-R1000, 76mm bore found on the Honda CBR1000RR and Kawasaki ZX-10R and the 78mm bore in Yamaha’s YZF-R1.
BMW says the S1000RR’s engine has a maximum output of 193 horses at 13,000 rpm and maximum torque of 82.5 lb-ft at 9,750 rpm. The engine is said to weigh 131.8 lbs.
The S1000RR’s exhaust works on the 4-in-2-in-1 principle: four individual manifolds of equal length join into two pipes beneath the engine block before again merging into a single large-volume pre-silencer. Fully controlled interference pipes housed in the two connection pipes. The two connection pipes each house fully controlled interference pipe butterflies which open or close to moderate exhaust flow. BMW says the system provides a “homogenous” power and torque curve.

BMW also tried to make the S1000RR as light as possible to maximize power to weight ratio. The S1000RR has a claimed dry weight of 403 lb (and 450 lb wet), for a power-to-weight ratio of 1.05 (hp per kilogram), but we’ll see how it measures up when we get our hands on it.
BMW will offer Antilock Brake System and Dynamic Traction Control options for the S1000RR. The “Race ABS” system was developed for both the road and the track, and its components are said to add just 5.3 lb to the bike’s overall weight. The DTC works in conjunction with ABS and offers four modes, Rain, for wet conditions, Sport, for regular road use, Race for track use, and Slick for racing with slicker tires. The Rain mode limits power to 77%, while Slick mode disables the ABS on the rear wheel and turns off the bike’s “Wheelie Protection”.
BMW is also offering its HP Gearshift Assistant for clutchless up-shifting without interrupting torque or power as an option.

Ergonomically, BMW promises a slender, compact dimensions with the S1000RR. The tank section has the width of a 600cc supersport while the swingarm features an eccentric pivot to adjust the rear height of the S1000RR.
BMW made suspension adjustments simple by marking the settings on the upside-down fork and spring strut on a 1 to 10 scale. Instead of counting off clicks to adjust rebound, all you have to do is remember what number you want.
The S1000RR should be available some time in the fall, but we will provide a closer look at BMW’s new Superbike soon.

Say what you will about purity, historical relevance, aesthetics or bling, riding during Bike Week is all about getting attention from fellow riders and bystanders. Trundling along down Main at a sub-walking pace on a Chevy V8-powered motorcycle makes no other sense. And in this respect, the DN holds its own in Daytona.
First seen in prototype form in late 2005 at the Tokyo Motor Show, the DN-01 (Dream New Concept 1) was described as a “comfortable sports cruiser.” Now having reached production, Honda calls the DN a “crossover.”
Whatever you call it, the DN-01 (could we please have a name with some personality…?) makes a splash wherever it’s ridden. Its arresting design hurt some necks in Daytona, as it caused hundreds of neck-snapping double-takes.

The DN defies immediate classification. Its shark-like nose brings to mind a futuristic sportbike and is its strongest styling asset, but its considerable length gives it a laid-back cruiser profile. It looks like a mega-scooter, too, but it’s lower than your typical touring scooter. A single-sided swingarm makes room for the stainless-steel exhaust and provides for easier access to the semi-adjustable rear shock

Riding the DN couldn’t be easier. It’s powered by a 680cc, 52-degree V-Twin borrowed from the European-market Transalp. Although it has roots to the late-1980s Hawk GT, the SOHC, 4-valve motor is thoroughly modernized with a sophisticated fuel-injection system using dual 40mm throttle bodies and high-tech 12-hole injectors.

In terms of Bike Week qualities, the DN’s deficiency is revealed after thumbing the starter button – this has got to be the most docile V-Twin exhaust note in history. The EFI’s auto-enrichment system ensures quick rideability. Then things get weird.

A rider subconsciously reaches for a clutch lever that isn’t there. This “crossover” is meant to appeal to less-experienced riders, so it is fitted with an automatic transmission. Called HFT (Human Friendly Transmission), this is a continuously variable, hydro-mechanical design that is a big leap in technology above the simple belt-drive CVTs (continuously variable transmission) in scooters. Honda says its HFT provides comparable performance and efficiency to a manual gearbox.

The HFT combines a hydraulic pump and motor that transmits power to the rear wheel by a conventional shaft drive, and the system seamlessly changes drive ratios in response to rider inputs. There are two fully automatic modes: D (Drive) is for maximum economy and for those in no hurry, while S (Sport) offers more immediate and snappy response. Maximum enjoyment is found by using the thumb-activated push-button manual mode that simulates a six-speed gearbox.
Although the HFT seems a bit gimmicky, it proves to be a highly refined transmission that can accommodate riders of all skill levels. The two automatic modes enable near-brainless operation, as the system feels similar to a CVT tranny. But the electronically controlled HFT automatically compensates for road inclines by a reducing the drive ratio, plus it has the ability to lock a ratio for optimum economy when cruising at constant speeds.

Other non-CVT bennies include a compression-braking effect when rolling off the throttle and the ability to switch it into neutral – perhaps the only scooter that allows you to rev the engine at stoplights. A one-touch, cable-actuated parking brake keeps the DN from rolling down inclines. In addition, the HFT’s compact design requires no scheduled maintenance.
After reaching for the non-existent clutch lever and get rolling, your next dilemma is to find the footrests. Once having fruitlessly searched for them somewhere below the cushy saddle, a rider eventually finds floorboards placed in a cruiser-esque forward position. While we appreciated the self-adjustable riding position available with the floorboards, their forward-placed location forces a rider’s butt to carry most of the body’s weight, so it becomes uncomfortable during long stints despite the seat’s generous padding.

Other than that ergonomic niggle, the DN has a comfortably open riding position with just a slight reach forward to the bars. A low 27.2-inch seat height ensures a stable platform even for shorties. A tidy but comprehensive LCD instrument panel includes a tach, clock and two tripmeters, plus a display for the trans mode and pseudo gear positions.

Although the DN-01 isn’t a small machine, said to weigh 595 lbs full of fluids and fuel, it is amazingly easy to handle for a bike with 63.2 inches between the wheels. The 41mm front fork is set at a relaxed 28.5-degree rake and has 4.5 inches of trail, but the bike doesn’t feel as cumbersome as the geometry might indicate. Credit its low stance and center of gravity, aided by a portion of its 4.0-gallon fuel capacity being located under the seat (linked to a primary tank in its typical placement in front of the rider).

Acceleration from the mid-size V-Twin engine is decent if not impressive. Sport mode is a good choice when you don’t want to think about shifting, but the DN is most fun when toggling through the manual mode. The DN even was able to out-drag an 883 Sportster from a stoplight, even if the Sporty’s rider didn’t make a super-aggressive launch. And 80-mph cruising isn’t a problem for the DN, although the protection from the small windshield is minimal.

Suspension quality is quite plush. The fork is non-adjustable and offers 4.2 inches of travel, while the single shock is preload-adjustable via a 7-position ramped collar and has a generous 4.7 inches of bump-sucking travel. Unlike most scooters, the DN has motorcycle-worthy rolling stock, with 17-inch aluminum wheels and big Z-rated rubber (130/70 front and 190/50 rear).

The DN-01’s technology theme continues in its brakes. It uses Honda’s Combined Braking System (CBS) plus an anti-lock system. Application of the front brake lever actuates five of six pistons in the dual three-piston front calipers using big 296mm floating front rotors (the same size as a Gold Wing’s!). The rear brake pedal engages a single piston in the left-side front caliper as well as the large 276mm rear disc.

These brakes will find favor with newbie riders. Instead of being tentative about how much traction is available from the front tire, a rider can mindlessly tramp solely on the brake pedal for quick, g-loading stops. The ABS eliminates lock-up, providing security even under dicey road conditions.
If the system has a fault, it’s that the brake pedal is mounted too high for my taste – a rider has to lift a foot up from the floorboard before application, which increases reaction time by a split second. An experienced rider will want to cover the front brake lever, as usual, for maximum power and to shrink reaction times.

The DN-01’s rider-friendly demeanor is evident when rolling around at low speeds such as down Daytona’s Main Street. The automatic clutch engagement is quite predictable but less so than a well-actuated clutch lever. The trick during ultra-low-speed maneuvers is to drag a brake to keep speed reined in. In parade mode, a moderate amount of heat from the right-side header reaches the rider despite extensive shielding.
Honda’s new sport-scoot-cruiser impresses in many ways, but it does have a few negatives. First, and nearly unforgivable for a scooter, is the DN’s complete lack of storage space. Despite the full-coverage bodywork, there is not a single bin in which to stow even a cell phone or keys. This is a significant shortcoming, especially considering Aprilia was able to make room for helmet storage in its automatic-trans motorcycle, the $9,899 Mana. And considering its abundant technology and intended audience, self-canceling turnsignals should be part of the deal.

Which brings up the DN’s largest obstacle to big sales numbers: At $14,599, this is one pricey scooter! This is Ducati territory, so it leaves out a large segment of prospective buyers. Honda has endowed the DN-01 with a multitude of expensive features like the HFT, CBS, ABS, a single-sided swingarm and swoopy sportbike-tinged bodywork, but this adds considerably to the net MSRP. From Honda’s perspective, they’re not anticipating huge sales for the DN, although the dealer reaction to the bike has been stronger than expected.
During our tour of Daytona Beach on the DN-01, I entered a conversation with perhaps the ideal customer for the scootercycle. We were parked in a Harley-Davidson demo ride area when a 40-ish couple stopped in their tracks to admire Honda’s handiwork. After educating them on the DN’s many features and its rider-friendly qualities, I pointed out that it would cost them nearly $15K for the pleasure.

They gave a response that Honda undoubtedly hopes to hear a lot. They didn’t seem to think the price was outrageous considering the DN’s state-of-the-art technology and its fantastic appearance.

Engineered by the stopwatch

Designed by the race track
The look and stance of the 848 and 1198 are the result of intense race development and Ducati heritage. Their striking aerodynamic shapes create a natural riding position, confirmed by our development and factory team riders as the optimum for speed and agility. Our passion for racing has taken form in the shape of the Superbike family.

Proven by Troy Bayliss
The 1198 uses engineering solutions taken directly from the World Championship winning ‘R’ model of Troy Bayliss. From engine capacity and specification to advanced electronics, many details that helped Troy to the 2008 World Superbike title have been applied to the 2009 road-going 1198. Never before has so much factory rider feedback been put into production.

Pure Ducati
Ducati Superbikes are race bikes, pure and simple. They are immediately recognizable for their purposeful, no-nonsense attitude. 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.
Ducati continue to set the standard in production sport motorcycles. From data acquisition systems integrated as standard equipment, to ingenious dual construction methods for its weight-saving single-sided swingarm, Ducati’s innovative trackside solutions continue to flow. Now, elliptical throttle bodies, information-rich instrumentation and earth-stopping Monobloc brakes are complemented by road-going traction control.
The 2009 Superbike is available in three versions: the lightweight and agile 848, the awesomely powerful 1198, and for those who demand the ultimate in street performance, the 1198 S with race-level Ducati Traction Control for the road.

1198 Power Class-beating torque.
The 1198 Testastretta Evoluzione engine is the crowning glory of Ducati’s development and perfection of the L-Twin engine. World Superbike dominance for almost two decades is the result of continual commitment to twin-cylinder technology. Ducati now share the reward for that commitment as World Championship-winning technologies flow from factory race teams into production engines. The incredible 1198 and 1198 S are powered by a liquid cooled, L-Twin, Desmodromic engine producing 170hp (125kW) @ 9,750rpm and a class-beating 97lb-ft (13.4kgm) of torque @ 8,000rpm. The Superbike engines are now even lighter thanks to a crankcase manufacturing technology that has reduced weight by an incredible 3kg (6.5lbs). The vacuum die-cast process ensures consistent and precise wall thickness and increased strength from casting purity. The weight-saving cam covers in magnesium-alloy are evident by their gold colour, and the alloy outer clutch and generator covers now sport a black finish.
The 1198 achieves its capacity using the same 106mm x 67.9mm bore and stroke as the factory race bike. Volumetric efficiency through four valves per cylinder has been enhanced by increasing valve diameters to 43.5mm inlet and 35.5mm exhaust. They are actuated by double overhead camshafts with radical profiles that achieve approximately 10% more lift and racing-type rocker arms, ‘super-finished’ for reduced friction and fatigue.

Racing technology
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 relying upon a normal valve spring. The Desmo system closes the valve mechanically with the same accuracy as it is opened, enabling steep cam profiles and radical timings. With increased capacity and improved volumetric efficiency, the elliptical throttle bodies have also increased in cross-sectional area by 13.3% compared to the 1098. Now boasting a size equivalent to 63.9mm diameter, the inlet body is exactly the same as the ‘R’ model.

The 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. In line with the increased power and torque output, the 1198 gearbox introduces ‘R’ model internal ratios. The new 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 and reduced fatigue.

Performance first
The Superbike chassis received a ‘performance-first’ priority approach to development. The goal was to reduce weight while maintaining strength and rigidity to manage the powerful Testastretta Evoluzione engines. As with the race bikes from which they are derived, each and every component has contributed to achieving that goal.

Trellis frame
Developed in cooperation with Ducati Corse, the lightweight Trellis frame features 34mm main section tubes with a thickness of 1.5mm. The result is an incredibly rigid construction that is one of Ducati’s lightest frame solutions ever. Adding style to performance, the two colour versions for the 848 have frames finished in ‘red’ and ‘racing grey’ while both colours for the 1198 use ‘racing black’ and both 1198 S use a sophisticated ‘bronze’ finish.
Single-sided swingarm
The dual construction technique used on the single-sided swingarm sees the main components in individual aluminium castings ensuring strength around the pivot points, wheel hub and suspension links, with fabricated aluminium sections completing the assembly into a single, beautifully engineered component. The 848 swingarm is colour finished in natural aluminium while both 1198 and 1198 S swingarms are in black.

Chassis perfection
Magnesium front subframe The magnesium front subframe underlines the weight-saving detail. Providing secure support for the headlamp, instruments and fairing, the reduced weight around this high, frontal position contributes to the overall ‘feel’. Front suspension Both the 848 and 1198 feature fully adjustable 43mm Showa forks, with an additional special low friction titanium oxide treatment applied to the sliders of the 1198, while spectacular 43mm Öhlins with low friction titanium nitride-treated sliders are used on the 1198 S. Both front suspension solutions have radial brake caliper mountings, providing superior road holding and incredible feedback, as well as giving every rider more confidence and control. Rear suspension The lightweight Trellis frame and single-sided swingarm have enabled 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 848 and 1198, and an incredible Öhlins unit for the 1198 S. The 1198 and 1198 S 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.

Race-bred brakes
The lightweight 848 features progressive and consistent race-bred braking performance as standard equipment with a tried and tested formula that includes twin radially mounted Brembo calipers each with quadruple 32mm pistons gripping 320mm discs. The 1198 uses Brembo’s powerful Monobloc caliper racing technology. Machined from a single piece of alloy, the calipers 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 calipers each have quadruple 34mm pistons that grip huge 330mm discs to help achieve spectacular brake performance. Lightweight wheels The lightweight front wheels of the 848, 1198 and 1198 S substantially reduce the moment of inertia, enabling faster changes of direction and enhanced acceleration and braking performance. The designs of the rear wheels are equally as impressive with considerable weight savings over traditional Ducati single-sided swingarm fitments.
The 848 is equipped with Y-shaped, 5-spoke wheels while the new 1198 uses a new 10-spoke design. The 1198 S goes to the next level by rolling out on the latest lightweight, forged and machine-finished aluminium, 7-spoke GP replica wheels.
Aerodynamic bodywork
Carefully designed for aerodynamic efficiency and to hug the sleek lines of the chassis, the 848, 1198 and 1198 S bodywork enables the rider to blend effortlessly into the race-oriented 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. Exhaust systems
The 848, 1198 and 1198 S all feature beautiful and efficient exhaust systems. Incredibly lightweight, they are engineered with a power-increasing symmetrical 2-1-2 layout using 52mm-57mm diameter tubing with a wall thickness of 0.8mm (.030in). Equipped with catalytic converters and lambda probes for smooth engine mapping and Euro3 conformity, the systems terminate with Ducati’s trademark twin under-seat silencers, delivering the unmistakable sound of the big bore Desmo 90° L-Twin.

Innovative electronics Traction control
For the first time ever on a Ducati production motorcycle, a competition-level traction control system for the road comes integrated into the 1198 S electronics as standard equipment. The Ducati Traction Control (DTC) system further underlines Ducati’s flow of technology from racing to production, and demonstrates how solutions developed for the track can be applied to enhance safety on the road. DTC uses the software logic from Ducati Corse’s world championship-winning MotoGP and World Superbike motorcycles. Accessible from the left-hand switchgear and displayed on the digital instrumentation, DTC’s eight settings are programmed with a wheel-spin tolerance appropriate to levels of skill and confidence from one to eight. While level eight administers a confidencebuilding, high level of interaction by activating on the slightest wheel-spin, level one offers a higher tolerance with much less intervention for highly skilled riders. Upon selecting a profile that suits road or track conditions and riding skill, front and rear wheel sensors compare speed differential to sense rear traction being broken (wheel-spin). High speed software then makes instant adjustment to fuel injection, taking immediate control over power output to restore traction. The return of equal front and rear wheel speeds re-establishes normal power. In this way, DTC provides a considerable increase in safety during mid-corner acceleration.

Innovative electronics Data acquisition
The Ducati Data Analyser (DDA) – complete with PC software and USB-ready data retrieval card – evaluates the performance of the 1198 S and its rider by recording numerous channels of data.
Channels include throttle opening, vehicle speed, engine rpm, engine temperature, distance travelled, laps and lap times and automatically calculates engine rpm and vehicle speed to record gear selection. A new channel now records the DTC index, presenting it as a graphic trace indicating the amount of interaction during wheel-spin. After a ride or track session, an upgraded 4mb of data can be downloaded to a PC to analyse the performance of rider and motorcycle. DDA is supplied as standard equipment on the 1198 S and is available for the 848 and 1198 from Ducati Accessories. Instrumentation The pure racing digital instrumentation originates from Ducati’s MotoGP project. Information additional to the default read-outs is managed by a handlebar-mounted switch gear, allowing the rider to scroll and select from various menus. The display 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 instruments also display the DDA and DTC systems as well as listing lap times recorded by using the flash button as a stopwatch.

The 848 – A new class of Superbike
The 848 is Ducati’s most impressive middleweight Superbike ever. Its exceptional lightweight and legendary Ducati chassis setup combined with the smooth and thrilling torque delivery of the L-Twin Desmo provide the ideal way to enter the world of Ducati Superbikes. At just 168kg** (369lb**) the agile 848 is an amazing 20kg (44lb) lighter and 30% more powerful than its predecessor, enabling the middleweight to deliver impressive performances whether riding through mid-town traffic or racing through track-day competition. These incredible achievements are a fitting reward to Ducati’s ingenuity and a clear result of the continual attention to detail and development of twin-cylinder technology. Iconic features from its bigger brothers, such as the twin under-seat silencers, single-sided swingarm, Trellis frame and beautiful race bodywork, are all part of the 848’s DNA. Its family resemblance assures that it is equipped with all the performance advancements of the Superbike family, while adding its own particular efinements to the middleweight sport bike class. From the first twist of the throttle, the powerful rush of the Testastretta Evoluzione engine confirms that the rules have changed. The 848 – a new class of Superbikes.

848 Power
The potent 848 is powered by a liquid cooled, L-Twin, Desmodromic engine that produces 134hp 98.5kW) @ 10,000rpm and an awesome 70.8lb-ft (9.8kgm) @ 8,250rpm of torque. The 94mm x 61.2mm bore and stroke breathes through 4 valves per cylinder fed by racing-style elliptical throttle bodies. Electronically injected and ignited by Marelli, the super-efficient power unit then exhausts through a lightweight 2-1-2 system equipped with a catalytic converter and lambda probe to conform to Euro3 regulations. The highly advanced 848 engine was the first Ducati Superbike to introduce vacuum die-cast formed crankcases. Achieving a significant weight saving of more than 3kg (6.5lb), this production method also ensured consistent wall thickness and increased strength. Further refinements include a sophisticated wet clutch that offers a power-enhancing 1kg (2.2lb) less weight, a greater durability, improved clutch feel, and quiet operation.

The 1198 S – World Superbike technology
The new 1198 S incorporates more World Superbike technology than ever by taking the 170hp (125kW) 1198 motor and weighing in at just 169kg** (372.6lb**) with lightweight chassis components, top-of-the-range suspension and a true racing-style traction control system designed for road use. If owning the ultimate Superbike is the dream, the ‘S’ is ready to deliver. The high performance, fully adjustable 43mm Öhlins forks, with low friction titanium nitride-treated fork sliders communicate the condition and quality of the tyre-to-road contact patch perfectly, a feature that puts every rider in superior control. At the rear, a fully adjustable Öhlins shock equipped with a ride enhancing top-out spring is mounted to a single-sided swingarm for outstanding drive and traction. The full Öhlins set-up is
completed with a control-enhancing adjustable steering damper. The 1198 S sets the standard for lightweight performance by reducing the all-important ‘unsprung weight’ by mounting super lightweight Marchesini forged and machined 7-spoke wheels and a carbon fibre front fender. The ‘S‘ comes with the Ducati Data Analysis (DDA) and Ducati Traction Control (DTC) systems as standard equipment.

Accessories
The 848 and 1198 are the highest performance Ducati Superbikes in history and set new standards for sports motorcycles. To help realise the full potential of the latest Superbikes, Ducati has developed a range of performance accessories, including a special collection in collaboration with Ducati Corse, that further enhance its racing identity and underline its passion to produce the most exciting motorcycles in the world. Find out more about the vast range of Ducati accessories at your local Ducati dealership 30mm higher, tinted screen for increased wind protection at high speeds. Fasce in carbonio sotto serbatoio /Carbon undertank side panels carbon undertank side panels. Kit semicarene inferiori in carbonio /Carbon belly-pan kit Lightweight, ‘R’ style, carbon fibre belly-fairing to give your superbike an exclusive racing look.