DUCATI 998

DUCATI 998

DUCATI 998

Such had been the visual impact of Ducati's 916 that the eight-valve V-twin remained in production for many years with barely a change to its shape, despite being in the fashion-conscious super-sports sector of the market. Even in 2002, when Ducati launched a new superbike with the number 998 on its fairing, the sleek red machine looked almost identical to that original 916 of eight years earlier.

But beneath those familiar curves the famous eight-valve V-twin desmo engine, already enlarged and modified several times since the 916's debut in 1994, had received its most important update yet. The 998 name was one clue, although Ducati could not be trusted that the number corresponded with the actual capacity. In this case it did. Not only was the liquid-cooled V-twin a 998cc unit, it had the new generation Testastretta or 'narrow head' layout, as pioneered on the previous year's expensive limited-edition 996R model.

DUCATI 998

Improved engine breathing

The 996R had been launched in 2001 to form the basis of Ducati's World Superbike racer, on which Australian Troy Bayliss had brought another world title back to Bologna. The Testastretta's main benefit was the narrow valve angle that gave the engine its name. Other changes included more oversquare dimensions, larger valves, flatter combustion chamber, revised intake valve timing, plus a sophisticated new Marelli fuel-injection system with larger throttle bodies.

Essentially, the 998 was a Testastretta Ducati for the masses, or at least those with money to spare for a glamorous, mass-produced Italian motorcycle. It had a maximum output of 123bhp, which was a substantial 1 lbhp up on the previous year's 996 model, and equal to that of the exotic, limited edition 916 SPS of just four years earlier. Ducati's line-up also included a tuned, 136bhp 998S model, plus a limited-edition 998R flagship that produced 139bhp.

Chassis changes were less dramatic, not that anyone was likely to complain because even the basic 998 was very well equipped. Like the more expensive S and R models, the standard 998 had a 996R-style frame whose wider top tubes allowed a larger airbox. All three models used Ohlins rear suspension, which in the base-model 998's case was teamed with 43mm upside-down Showa forks. Brakes were also uprated with thinner front discs than the 996, still gripped by four-piston Brembo calipers. A close look confirmed that the fairing was in the subtly reshaped style of the 996R.

Ducati's eight-valve engine had always been a wonderfully powerful and torquey device, but the Testastretta motor's extra performance really was noticeable. Given enough space the 998 was good for 170mph (274km/h), and it got there at a thrilling rate. The bike tore forward from almost any engine speed, its injection system delivering a flawlessly precise, linear throttle response that made the V-twin very fast and enjoyable to ride.

The Ducati 998 was magnificent in the bends, too. Its rigid frame and firm, well-controlled suspension ensured that handling was pin-sharp. The dual-seat Biposto model's shock worked superbly for most riders, although lighter pilots were better suited to the single-seat version, which had a slightly softer spring. Either way, the near limitless ground clearance, sticky radial tyres and ultra-powerful brakes combined to make the 998 an exhilarating ride as well as a rapid one.

DUCATI 998 RED BODY PAINT

Inevitably, the rider of a 998 needed to be on the right road, or better still a racetrack, to appreciate its performance fully. This was a supremely fast and focused machine with an ultra- sporty riding position, a thin seat, and few concessions to comfort. All of which was precisely as it should have been for this very worthy successor to the all-conquering 916.