2002 Ducati 998 Comparison

Ducati's 998 should look familiar to those who worship at the altar of Desmodromics. Visually, it doesn't look much different from the iconic 916 that was introduced in 1994. Keen observers will note a smoothed over side fairing due to the loss of the intake and exhaust ducts of the 996; engine heat now escapes through a mesh-grilled vent nicely integrated into the side fairing's trailing edge. Trainspotting types will notice Italian colors and laurel wreath with a "#1" on the fuel tank, and a new "Ducati Superbike" decal on the tailsection.

But cosmetic revisions aren't really the selling point of the 998. Fresh from winning the 2001 World Superbike title comes the Testastretta engine. A bigger bore and shorter stroke (100mm x 63.5mm, compared to 98mm x 66mm) boost displacement to 998cc, and the more oversquare design reduces piston speeds to allow for a safe redline 500 rpm higher to 10,500.

More important to the new engine are the all-new narrow heads that give the Testastretta its name. Significantly, the included valve angle is reduced from 40 degrees to a much more contemporary 25 degrees for a flatter, faster-burning combustion chamber. A 10mm spark plug replaces a 12mm plug for better placement of the larger valves (40mm intake and 33mm exhaust, compared to 36mm and 30mm, respectively), and a wider cam belt runs in pulleys with revised relationships for less belt vibration. A bigger water pump increases coolant flow by a claimed 15 percent, making possible smaller coolant passages that make a stiffer cylinder head structure.

Getting fuel into the engine is a shower-type single-injector system as used on Ducati's race bikes. Fuel is squirted straight down toward the throttle plates through 54mm throttle bodies rather than the previous 50mm units that used two injectors to direct fuel at an angle under the butterflies. Ducati says more optimum combustion at all engine speeds is the result. A new 32-bit Marelli ECU is nearly one pound lighter than the old 8-bit unit it replaces, and it samples throttle inputs in finer increments for improved responses from the ignition and injection systems.

T he result of these changes is an increase of peak power to a claimed 123 horsepower at 9750 rpm, up from 112 hp at 8500 rpm. Torque figures are also boosted, rising from 67.2 ft.-lbs to 71.5, both at an identical 8000 rpm.

As for the 998's Italian rival, the RSV Mille (say Mee-lay, Italian for 1000) has received several updates. The first noticeable change is the addition of wind deflectors on the sides of the nose fairing that mimic those of Aprilia's GP/Superbikes for better aerodynamics. To keep engine temperatures low, the side fairing has a larger vent, supplemented by screened vents just below the rider's seat. Aesthetics are enhanced by the smooth underside of the tailsection and revised taillights. A reshaped fuel tank is narrower and lower, helping a rider get more weight on the front wheel and providing more room for a larger airbox.

The Ducati, on the other hand, won't perform the same second-gear, mono-wheeling antics, despite its higher power output. Its loads of low-end power is somewhat masked by its tall gearing. Thankfully, there are shorter third- through sixth-gear ratios for 2002, with sixth gear taking last year's fifth-gear ratios. The result is more appropriate gearing for the street, though still cursed with a too-tall first gear. How tall? Well, the 998 is capable of whisking you up to 70 mph, without changing out of first gear!

Wheelies actually make sense on the Testastretta: The handlebar position is so low that a rider's head must be pulled all the way back in order to see far ahead of the bike, so riding on the rear wheel gives you a longer field of vision ("You see, officer, it's like this..."). Plus, the narrow bars don't provide much leverage for quick changes of direction. The low windscreen that looks so cool (even though the factory Superbikes have a large bubble to tuck in behind) directs considerable windblast to the helmet, which further strains neck muscles. While I do know some 916/996 riders who sport-tour, it takes atypical endurance and dedication.

The Ducati, though, does have a smoother engine thanks to the perfect primary balance of its 90-degree V-Twin arrangement. The Mille's 60-degree engine is equipped with Aprilia's Anti-vibration Double Countershaft (AVDC) which includes a crankshaft counterbalancer and another in the rear cylinder head to control bad vibes. Indeed, the Mille seems smooth, but the cumulative effects of vibration will numb hands on a long ride.