1198 v. 1199 Dyno Figures

Tuned for top end, clearly, but the numbers (from a pre-production version obviously) look mighty impressive!

Not bad, especially considering these are pre production numbers.

Would like to see a little more linearity between 6000 and 8500. But man that top end is stomping! Never thought I would see those numbers from a twin.

I've heard that the full Termi system and ECU tune is good for nearly 205 on the top side.

Overall though, if these figure hold true for the production bikes, I can't help but to feel it has lost a little bit of its "Ducati-ness" in the lower revs. Looks like the Panigale is going to want to be reved!

wow !! the top end is great, but the rest of the curve is crap right??? according to this the 1198 will torque itself away between most corners before the 1199 gets a chance to hit its stride..

Daz said:

wow !! the top end is great, but the rest of the curve is crap right??? according to this the 1198 will torque itself away between most corners before the 1199 gets a chance to hit its stride..

Click to expand...

Not at all. All that's required is compensating for the higher rpm operating range with lower gearing, which Ducati did. No idea if that graph is accurate or not, but assuming it is, just look at the X-axis (rpm) numbers; biggest hp gap between the two is where the 1198 makes 110hp at around 6600rpm, where the 1199 hits that power level at about 7200 rpms. So only about 600 rpms higher at the worst, mostly much less. Dropping the gearing effectively slides the 1199's curves over to the left so they overlay the fat part of the 1198's, but when the 1198's signing off, the 1199 is taking off. Gearing's been published, and oddly enough at 80mph in 4th the 1199's turning 610 more rpm than the 1198. Funny those darned engineers figuring stuff out like that... First is actually taller than the 1198, but the rest of the gears are shorter, 3rd-5th in particular.

EDIT: forgot to add; notice that in that graph, the 1198's got about 3500 rpm of running room from where it hits 100hp to its 170hp max, while the 1199 has around 4000 revs from 100hp to its lofty 195 peak. So a broader operating range, with more overrev. And if the curves are representative, you're gonna notice that steep bit when it hits 7500 rpm. Thing goes from 118hp to 160 in a 1000 rev span...

Thanks for that because I was thinking the same thing as Daz but if you slide the curves across it certainly looks different ... so does it mean you would hit 7500 and then just hold on because it goes up quite steep pitches slightly and then runs all the way up to 190 HP. At 80 mph in 4th what RPM is the 1199 doing ? ie where on the power curve is it? Can you explain the torque curve differences?

Well, firstly I'd hold off putting too much stock in the exact shape of the curves until we have some verified dyno graphs to compare. That said, assuming these do represent the true difference between the 1198 & 1199 then yeah, about 7500 rpms is where the 1199 really gets going. The curve is a touch flatter than the 1198 below that; it's not going to feel feel gutless down low, but where the 1198 is very linear in how the power builds, on the 1199 you are going to notice it when you catch the big wave...

Not at all surprising really considering the extremely oversquare nature of the Superquadro engine. It's built to rev, and it'll spin up a good bit quicker than the 1198. They didn't have any other choice if they wanted to make competitive top end power with the likes of the latest I-4s. It may have the most oversquare engine on the market (ratio of bore to stroke), but it's still got a centimeter longer crank throw than say, the S1000RR (half that vs a Fireblade). So it'll still be gruntier and not as rev-happy as the 4 cylinders, but it will take on something of that feel they have when they get their lungs open. Not a bad thing in my book, though I suspect the rush may prove addictive!

As for rpm in 4th at 80mph, that was just a random choice. The money gear at that speed would really be third; with stock tires/gearing at 80, the 1198 would be turning about 6700 revs while the 1199 would be doing 7200 & change. If you were really serious (or on track) you'd be in 2nd at 80, turning 9000 revs, making 170hp and praying the DTC is going to save your bacon. Coincidentally, the 1199 hits it's max point on the HP curve in 6th right at 300kph (186mph).

I see you have an 848; I'd say the operating rpm range on the 1199's going to be a lot like the 848, so you're already set. Or would be if your 848 weighed about 250lbs...

Great posts Steve B. Cheers.

Thanks Steve i plotted the 848 on the same graph to check it out. It kinda looked different way down on the graph but it is very linear. I've spent three years on it preparing for a litre bike, have ridden 1098, 1198 rsv4fact and rc8r for try out so have got some idea whats coming but on the road i'm looking forward to power wheelies and the insane rush that the 848 doesn't give now. It will be a slow learning curve for me at the start. I dont race but spend time out at the track. I found Keith Code to be really helpful. Thanks again for your helpful post.

Yes, Steve, thanks for your insight and calculations. Good stuff.

Thanks for the insight.

Great discussion on this thread! Thx!

I really wish that all Dyno charts would use the same scale and all HP/Torque numbers by definition must cross at 5250 RPM.

Motorcycle USA show from 2011 shows Ducati 1198 having 151HP @ 9800 RPM and 88.9 Ft. Lbs. @ 8000 RPM.

2011 Ducati Superbike 1198 Track Smackdown Picture 4 of 16 - Motorcycle USA

I think Ducati claimed 170 HP @ 9,750 and 97 @ 8,000 RPM for the 1198.

Ducati loses 11.1%

If trend continues, Ducati will have approximately 170-175 RWHP. That may not be the best, but keep in mind it's A LOT of HP and in the lightest chassis with hopefully the best electronics.