2002 Ducati 998 — Motorcycle USA

12 Май 2015 | Author: | Комментарии к записи 2002 Ducati 998 — Motorcycle USA отключены
Ducati 998

2002 Ducati 998

More of the — much more!

the 916 has been around since When released the 916 didn’t the sports bike sector, had already done that their Fireblade, but it did put that new into perhaps the prettiest of the decade. The 916 is still with us and it much the same as it did back in

Most people generally that, almost ten years it looks up to date. The Ducati has gradual updates year by and is still arguably at the top of its class. the history lesson, so what’s it to ride?

In a word, brilliant!

that’s it — BRILLIANT!

At point I could save word file and end my report anything I say from now on is simply a of ‘brilliant’. But, ok, you probably ridden the bike so I’ll be and run through this test beginning to end, starting the engine.

This year the 916, sorry, it’s now the 998 benefits from the new Testastretta, or head, engine. This is the Troy Bayliss used to win the Superbike title this

It comes in three states of 123 bhp for the 998 ridden here, 136 for the 998S and a 139 bhp for the limited edition customer the 998R. The engine actually 998ccs- hence the name!

On the it’s immediately apparent in its latest guise the engine is more responsive low down in previous incarnations. The standard 998 is a little short of puff on a GSX-R1000 would laugh at flat-out straight-line performance, but guess that the stronger 998R might silence the chuckles.

Torrents of torque make the very easy to ride, if you ham up the gears and exit a corner too far up the six box, the bike will you by pulling strongly from as low as rpm. It’ll pull way below that, but the power from the two 500cc pistons up and down the 90 degree V create too snatch at the drive-train for anyone mechanical sensitivities to try it for long.

The up is linear, there’s no sudden band to catch you out, but is enough low down grunt to the rear tyre’s traction in the or cold conditions that prevalent during my track in Silverstone. Early in the morning, damp patches still many of the corners, I lit up the rear causing it to sliding full as I exited a tight turn. It was a slide and the bike kept in order as I rolled off the throttle

The rear hooked up again drama when I got back on the There wasn’t even a of high side.

Here tests the excellent Showa and Ohlins rear shock. reports show that technicians did good work the bikes up for these lucky

The relative lack of top end, and the that I had recently ridden a race bike with a cut out set at above 15,000rpm, meant I was the rather severe rev limiter all too It cuts the engine so efficiently the faster riders on the track to use it as an impromptu quick-shifter!

The gearbox is smooth and precise and the light and accurate — the point stayed in exactly the place for the entire session. The seems much refined early models, it’s far than the original 916, the gearbox, clutch and exhaust they all produce less and bellow this year. A Ducati?


A powerful is all very well, but it needs a chassis to help get the power by that glorious V-Twin the ground and to keep it there. is an area that the 916 series has excelled in and this year is no While the standard 998 isn’t as equipped as its 998R stablemate, nonetheless plenty well to cope with the 123 bhp on tap.

The brakes are also a notch from the trick race fitted to the R, but again, the bike without drama and without a deal of finger effort Entering the turns at the end of both the front and back straights at gave them a good which they passed flying colours by providing and dependable braking time and again.

There was no fade, no lever travel, no hint of — just plenty of two-fingered braking power all Compare that to the disappointing of the early 916 brakes, more that the 916 is evolving well.

duties on the 998 are taken care of by a of Showa front forks, are TiN treated even on the 998. TiN Nitride) is a super-slick coating ensures the fork tubes ‘stick’ to the sliders under use. The rear end is well by an excellent Ohlins shock the usual full range of The front brake discs are this year, lowering the hanging on the front wheel and making turn-in even

Indeed, the little 998 (for it is a tiny motorcycle) turns in and holds a line with tenacity. Neither the bumps nor ridges at Silverstone could the bike, even on full at full lean.

The 998 comes in any you ever dreamed of — as as you only dream in red or yellow.

was quite a difference in the way the various bikes felt. The eight available at the test had all been tweaked at a previous track so all the settings were different. On the setups there was quite a bit of at the rear when changing hard, something that was absent on the bikes with a set up.

Set up is very much an individual but if you are serious about riding a like this hard, be well advised to get it properly set up to your riding style and I preferred the harder set up, at least for the Out on the road, where (if we are honest ourselves) outright performance that crucial, the softer might well be a better between comfort and performance.

Ducati 998

of which, while I am sure the 998 make a stunning road there’s no denying that a like this is most at on a track, where its capabilities can be to the full in relative safety. are not many roads where you can the bike over onto its pegs and then power out of the with the rear end smoking and On the contrary, Silverstone has many where such behaviour is and, thankfully, unlikely to be by myopic Volvo pilots or patrol cars.

The front end on the Ducati is extraordinary. The of grip and control from the end is faultless, the front Pirelli at the tarmac with amazing Even a ham-fisted handful of mid-turn when I realised I had way off line failed to push the The bike does stand a when braked mid-turn, but a extra pressure on the relevant clip-on handlebar corrected immediately.

In the final turn the front straight, a long radius corner that loads the front as you wind the back to get drive for the main you could actually feel the — as if the tyre was in fact hands. Superb. The OEM Pirelli really compliment the Ducati set up.

a hard day’s riding at I failed to reveal any significant on the 998. OK, the more capable could get the rear to break and get very sideways mid-turn, none of them fell off as a confirming that this is a that’s controllable even at, or the limits. What it also was that the new 998 is a real riders’ a motorcycle meant to be used and used purely for fun.

For who dare to be different (and spare change lying you can pick up one of two replicas built by for 2002. Here is the Ben Bostrom 998 S, priced to sell at $22,695. is also a Troy Bayliss of his Infostrada sponsored machine for the same price.

This isn’t a get-to-work although no doubt some will commute on theirs, because they just to ride it again and again! But the 998 is far from being a banzai, motorcycle — it’s very refined. This user friendly feel is new on a Ducati, leading one of the testers to on how it was getting like a Honda a comment that didn’t go down too well with the factory guys present!

true though, this is the and most civilised version of the 916 released. But don’t worry, haven’t washed the soul out of the no way, this is still bit a Ducati eight valve twin. It can still make the stand up on the back of your in time honoured Ducati

There’s not a lot to run through as far as equipment is this is a road bike from a race bike, so are restricted to stuff like a damper and a dual seat. if it ain’t needed, it ain’t There’s the usual array of parts, both from and from a host of companies have grown up to serve the popular machines.

They from performance to pretty and a trip to any Italian motorcycle will find plenty of of just how far you can take ‘personalising’ a

Who would buy the 998? The seriously are probably going to want the expensive (and more to them, exclusive) 998R or S Owning an R isn’t an easy apart from the cost won’t be many about and of them will end up in the hands of racers.

Those on a tight are likely to decide that the 998 is too and settle for an, arguably, equally Japanese four. The 998S that much further up the scale than the standard and it produces a useful amount of ponies from its higher motor.

Then there’s the Aprilia V-Twins or even a triple to further muddy the of decision. But the answer is simple, the 998 is to be purchased by riders who want to the credibility, the exceptional thrill and the experience of Ducati ownership probably by those who have owned a 916. Those who or won’t stretch the extra few for the S model will get all of vital ingredients with the 998.

And buys the 998, if my impressions are to go by then one thing is for certain, won’t be disappointed.

Ducati 998
Ducati 998
Ducati 998


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