Road testers - Ducati UpNorth

The test
Road testers

HUGO WILSON, 40
Experience
With 24 years road
experience, Hugo rides
like someone with a
wife and kids at home.
Loves Ducatis, hates
visiting the osteopath.
One follows the other.
TOM BEDFORD, 26
Experience
Former racer and a
devastatingly quick
road rider, 6ft 3in Tom’s
been a tester for five
years. At heart he’s a
racer, on the road he’s
quick and smooth.
PETER BOAST, 37
Experience
He’s only had his road
licence for six years, but
he’s raced everything
from British Superbikes
to speedway. Currently
running the Powerslide
Training School.
The world’s top V-twin superbikes tested on British roads and British track days by
riders filled to the gills on British breakfasts. They’re all good, but which is best
WORDS BY HUGO WILSON PHOTOGRAPHY BY CHIPPY WOOD
Ducati 998
Honda VTR1000 SP-2
Aprilia RSV MIlle
998cc, £10,450
999cc, £10,349
998cc, £8099
The latest version of
Ducati’s ache-inducing
icon. That’s heartache
and backache.
First ride December 2001.
Honda’s super twin won
the World Superbike
championship in 2000,
but it failed to convince
on the road. Does the
updated SP-2 deliver?
First ride March 2002.
We’re always impressed
by the Aprilia, but surely
there’s a reason why it’s
two grand cheaper. Can it
cut it in this company?
Last tested August 2001.
JON PEARSON, 28
Experience
As Bike’s full-time road
tester, JP gets to do
speed and brake testing
on every bike on the
market. He’s worryingly
fast, but also super
consistent.
DUCATI 998
I KNOW IT’S HARD, but forget the iconic good looks of
Ducati’s 998 for a moment. Ignore also its immaculate racing
pedigree and its uncompromising arse up, head down
ergonomics. Just ride it.
There’s no need for knee-down histrionics or a racetrack
to recognise how much better the new 998 is over previous
models. All you need to do is take it for a helmetless blip
across the car park to pick up on the difference.
Low-speed throttle response is immaculate. Gone is the
shunting and jerking which spoilt the old bikes. It’s smooth
and creamy from 2000rpm. All of a sudden low speed
hairpins and greasy corners hold no fear for the Ducati rider.
Hell, you could even ride it through town.
The short-stroke 998cc Testastretta engine and single
100 
MAY 2002
the test
Price £10,450 power 113.5bhp top speed 162mph 0-60mph 3.15s
shower fuel injection may have returned Ducati’s 916
dynasty to its rightful place at the top of World Superbike
racing with Troy Bayliss’ win in 2001, but it also appears to
have made the 998 more tractable, more refined and more
cuddly than its temperamental predecessors.
Although the engine is all-new, the chassis isn’t much
different from the 996 – Showa forks, an Öhlins rear shock
and a remarkably compliant ride. I never rode the 996, so all
my prejudices are based on earlier 916 models. They were
like jack hammers on anything but smooth surfaces.
But there I was, blattering across country on the A606
heading towards the Cat and Fiddle Pass to catch up with
Tom, Peter and the Mille and SP-2. And I wasn’t being
thrown out of the seat over bumps and the bike wasn’t
misbehaving in town. Surely Ducati hasn’t finally built a
superbike for mere mortals to ride as well as look at?
Our test bike is the base model 998 (£10,450). Next up is
the 998S (£13,150), then there’s the 998R (£17,700). Solo
seat or Biposto base or S models cost the same.
The differences between the models get complicated. All
have the Testastretta cylinder heads with narrow valve
angles, but differences start to emerge. Both the base 998
and 998S share the same 100 x 63.5mm bore and stroke,
which gives a capacity of, yes, 998cc. But the 998R, on which
WSB racers are based, has a 104 x 58.8mm bore and stroke to
give a capacity of 999cc and more revs. Got that?
Both the 998S and the 998R have sand cast engine cases
with a deeper sump. They also have titanium conrods,
different cranks and camshafts. What this means on the
dyno is that our 998 produced a conservative 112.5bhp; on
the same dyno an unmodified 998R delivered 125bhp –
mighty impressive, but for road use I’d happily trade the
extra 12.5bhp for a better low speed throttle response. And
that’s exactly what you get with the 998. And if you want a
bit more from any of the bikes, a set of aftermarket pipes
should do the trick, to the tune of 8bhp.
More expensive versions are also lighter (more carbon)
and better suspended (more Öhlins) the more you pay,
although few would complain about the standard bike’s
Öhlins shock and low stiction gold TiN-plated Showa forks,
five-spoke Marchesini wheels, Pirelli Dragon Evo Corsa tyres
and Brembo brakes (the S and the R get four-pad calipers).
COLOUR SCHEMES...
Red, yellow or
titanium grey
MAY 2002
 101
the test
DUCATI 998
Performance criteria for
the test are all out of 20,
making a maximum
possible 100.
17
ENGINE & GEARBOX
The smooth, creamy
power delivery from low
revs makes the
Testastretta-engined 998
a revelation compared to
earlier models. The clutch
is still heavy but the
gearchange is positive.
17
CHASSIS
The Showa/Öhlins
suspension is compliant
without being imprecise
and although the brakes
felt the weakest, that’s
not the case. Heavy
steering is something
you’ll have to get used to.
15
VALUE
It’s the most expensive
bike here, but it’s the
cheapest in the 998 range.
If you’ve got to have one,
you’ve got to pay. But in
objective terms, it’s not
worth £2500 more than
the Aprilia
16
FINISH
The alloy seems solid and
the paint looks good.
Ducati finish seems to be
improving all the time, but
you wouldn’t want to leave
it out in the rain for too
long... just in case.
IN THE DETAILS...
(from left): old-fashioned
analogue clocks are easy to
read, but getting behind the
bubble is tricky for big folks;
the fairing is fitted with Dzus
fastners, which makes the
Ducati a joy to take apart;
single-sided swing-arm,
Marchesini five-spoke wheels
and pillion pegs... if they insist
There are fewer ducts on the fairing this year, but that
apart the looks are unchanged. And, nearly nine years after
the introduction of the original 916, that’s no bad thing. Still
the same single-sided swing-arm, still the fantastic underseat
exhausts, still the distinctive headlights. The 998 looks as
good now as the 916 did in 1993.
Improved throttle response may be academic on a
racetrack – we’ll find out at Donington – but on bumpy,
badly surfaced British roads it allows you to enjoy the rest of
the bike. You just don’t have to worry which gear you’re in.
To this mediocre rider the 998 feels stable, planted and
supremely accurate. Stability and solid feel mean that once
turned in you can think about the next corner, knowing that
the bike can sort this one out for itself.
102 
MAY 2002
Further up the rev range the power delivery seems to
have lost its edge. That wonderful Ducati bellow and kick in
the pants seems muted. A set of Termignonis might restore
it, but I suspect it’s a difference in feel (possibly due to
different camshaft profiles) rather than performance.
“It feels smoother, as though it will rev more quickly than
the old bike. It also feels more reliable and solid. I trust this
more than the earlier bikes,” agreed Tom.
Detail and finish seem good, almost Honda-like in places.
Unfortunately, there are still a few drawbacks, as discovered
on the ride from the Peak District down to Donington.
“It’s still bloody uncomfortable,” reckoned 6ft 3in Tom.
And 6ft 2in Pete agreed. “It’s too much of a racer for the
road. I got neck ache from just looking where I was going.”
17
WOW FACTOR
Nine years after the launch
of the original 916, the top
of the range Ducati is still
a stunning motorcycle, the
trouble is that no-one will
realise you’ve bought a
2002 model.
I disagree, but I’m only 5ft 10in. The 998 fitted me like a
glove. The riding position is tight, but wedged between the
narrow tank and the seat hump I could relax my upper body
and enjoy the ride. I managed the 110 miles between fuel
stops in relative comfort.
But there are more gripes: heavy clutch (no more so than
the Aprilia, though), useless mirrors and your thumbs still
get trapped between the tank and the bars on full lock.
At Donington, scene of a few Ducati triumphs, the 998
felt at home straight away. “The engine’s great,” reckoned
Peter. “You can go through a corner two gears too high and
it will still pull.” For a rider less capable than Peter that’s a
real advantage. Of all the bikes, the Ducati was the one I
changed gear on least.
En route to speed testing at Bruntingthorpe, road tester
Jonathan Pearson got a bit carried away. “It was leaving black
lines out of corners. Over crests in the road which would
have a GSX-R1000 pointing at the sky the Ducati just settles
back down again with the front wheel skimming the tarmac.
When you come into a corner too hard you can brake midturn or tip it further without it getting flustered.
“The brakes did feel a bit weak at the lever, but the way it
tried to tip me over the screen suggests they’re not,” said JP.
The looks and the racing pedigree will put Ducati 998
ownership onto most bikers’ wish lists. The fact that
suspension and throttle response is so good mean that the
2002 bike is almost practical whatever your level of riding.
Just make sure that you fit.
TOTAL
82/100
For road riders this is the
best ever version of the
916/996/998 range and it
enables even average
riders to experience the
joys of Ducati ownership.
Just try sitting on one
before you buy.
MAY 2002
 103
HONDA VTR1000 SP-2
WHAT A COMBINATION. One of the most challenging
biking roads in Britain and one of the most exciting
sportsbikes on the market. Tucked behind the bubble on
Honda’s 2002 VTR1000 SP-2 I’m determined to maintain
maximum momentum down the Cat and Fiddle Pass to
Buxton. No touching the brakes, and backing off the throttle
simply isn’t an option. After all, the engine isn’t running.
Fortunately, the road’s all downhill, and there’s a petrol
station before the bottom. At 112.5 miles the SP-2 spluttered
twice then gave up the ghost. An average of 29.75mpg. And
a fcuking disgrace. We hadn’t even been riding particularly
fast. The following day, at Donington, it managed 26.1mpg.
I’m sorry to come over all ‘Outraged of Tunbridge Wells’,
because fuel consumption really shouldn’t be an issue when
104 
MAY 2002
the test
Price £10,349 power 122bhp top speed 165mph 0-60mph 3.15s
you’re buying a full-on sportsbike, but if you’ve got to stop
three times when your mate on an FJR, say, only has to stop
once, or miss a track day session because you’ve had to go
and find more fuel, or run out of gas at the top of the Cat
and Fiddle, it’s liable to wind you up. It did me.
And while I’m ranting I may as well get this out of the
way too. I hated the Honda SP-1. Oversensitive fuel injection
and suspension that didn’t appear to work below 100mph.
At the time, in 2000, I was shouted down by more talented
riders on the road test team. This time I’m writing the test,
so I’m going to have my say.
But Honda has spent time improving ride and throttle
response. So the result should be good. Let’s hope so.
Actually Honda has made plenty of improvements over
the previous model, the most noticeable of which is the
white colour scheme. The SP-2 is squat, musular, compact
and purposeful in pearly white.
Honda may have lost the WSB crown in 2001 after a
maiden year win in 2000, but the firm has every right to
cash in on its racing credibility. The bikes that Colin Edwards
rides are white and black, with a touch of red. So is this.
Other visual changes include a taller screen (an option on
the SP-1), a different swing-arm and new lighter wheels.
Less easy to spot are: extended engine hangers, wider
diameter steering stem and greater steering bearing area,
revised suspension settings and revised shock. Fuel injection
has also been revised, with bigger throttle bodies, 12 jets
rather than the four on the SP-1 and new ECU mapping.
The aim is to improve throttle response and ride quality,
and the mods were apparently developed in consultation
with the race team and Colin Edwards. But how much better
will it be for ordinary riders?
Well, there’s no R or SP version of the SP-2, just this, the
bog standard super-trick base model. It’s the closest of the
three bikes on test to the WSB paddock. While Aprilia offers
R and SP versions of the Mille, and Ducati has S and R
versions of the 998, Honda offers only the SP-2. That racer
connection may be good, or it may be bad.
High performance twins like eight-valve Ducatis
(although the new 998 less so) and the SP-1 are expert level
motorcycles that require talented, committed riders to get
the best from them. They just aren’t as easy to ride as, say, a
COLOUR SCHEMES...
White, but don’t bother
with the matching
leathers
MAY 2002
 105
the test
HONDA VTR1000 SP-2
Performance criteria for
the test are all marked
out of 20, making a
maximum possible 100.
ENGINE & GEARBOX
16
Easily the most powerful
engine here, and
although the throttle
response is improved, it’s
still not perfect. Mind
you, the top-end whoosh
is lovely. The gearbox
changes gear.
16
CHASSIS
The brakes and
suspension are top notch.
The steering is very
immediate and the bike
inspires confidence. Only
the standard Dunlop
D208 tyres let it down
on the racetrack.
15
VALUE
Not really. The SP-2 is a
quality piece of kit, but
there really isn’t a
compelling reason to
spend two grand more
than the Aprilia.
16
FINISH
It’s a Honda so it’s well put
together and the quality of
the components is good.
IN THE DETAILS...
(from left): the sculpted alloy
swing-arm is one of the changes
from the SP-1 model; white
finish looks great, and it has
PGM Fi... it says so; from the
cockpit, the Honda feels most
like a race bike – the tacho is
super trick and the blue glow
from the instruments at night
is a bit special
CBR600 or R1. Get it right and they’re more rewarding, get it
wrong and they’ll soon let you know.
Tom was the first on the SP-2. When he stopped he
gushed, “It feels really neutral. The front end is very positive,
confidence inspiring, like a race bike. It’s a track bike riding
position and the front end feels really planted even at low
speeds. The fuel injection is improved but it’s not perfect.
The brakes are good but the engine feels like it lacks bottom
end.” As a former club racer you’d expect this from Tom.
The throttle sensitivity may be improved, but it’s
nowhere near the Ducati’s. On the road the ride is much
improved. Even on the poorly surfaced Cat and Fiddle the
Honda was composed. Hardly plush, but it is better.
I didn’t get on with the riding position on the earlier
106 
MAY 2002
bike. And this one’s no different. The tank is wide and the
seat pushes you forward onto the tank. Tom loved it. “You
can really dominate the bike.”
Power is one thing the Honda doesn’t lack, but it starts
higher up the rev range. Combine the snatchiness with the
riding position... Tom liked the way you were right over the
front end. I didn’t. Tom liked the tank width. I didn’t. Tom
liked way you slid down the seat into the tank. I didn’t.
While Tom and I disagreed, Peter tried to adjudicate. “It’s
a nice bike,” he reckoned. “Typical Honda in the way it’s
made and the light feel it’s got.” Which to my mind makes
one for, one against and one neutral. Let’s wait for
Donington tomorrow. The dark ride down to Donington
only proved that the Honda dash looks even better at night.
17
WOW FACTOR
In white it’s very ‘look at
me’. How that goes down
in two years time remains
to be seen. I mean,
remember white stilettos?
Next morning in the pit lane at Donington, we all had a
session, then compared notes.
For Tom, “The SP-2 feels easy and familiar. It helps you
into a corner and gives lots of feedback – how long to hold
onto the brakes, how far to lean, how hard to turn. But it
does need better tyres for the track.” Peter is less convinced,
“It didn’t seem to want to turn as easily as the Aprilia (but it’s
less effort than the Ducati) and it tends to push wide under
power. It was hard to stay with Tom when I was on the SP-2,
I’m sure I was faster on the other two, especially the Ducati.”
And me? I felt that it turned easily enough, but that it
required mid-corner adjustments in the way that the Aprilia,
and especially the Ducati didn’t. It wasn’t as stable as the
Italian bikes and for a rider like me that’s important. I want
to be thinking about the next corner before I’ve finished this
one. You know that first spring ride on a sportsbike? When
you’re rusty and make mistakes? That’s what the SP-2 felt
like to me. Every time I got on it.
If you spend all your time on track days; if you prefer
certain features, like the riding position and the way it
handles; and if the attraction of owning something as iconic
as the 998 means nothing to you, it’s possible to argue that
the SP-2 is a better bike than the Ducati.
This bike really showed up the difficulty of road testing.
I’ve tried to be fair, and I’ve tried to get a balanced view. But
ultimately I don’t like the SP-2. Tom, Peter and JP had nicer
things to say, but they’re all faster, braver riders than me.
And it didn’t run out of petrol on them.
TOTAL
80/100
There’s not much wrong
with the SP-2, but
equally, there aren’t any
compelling reasons to
buy one over, say, the
Aprilia, or a cheaper
four-cylinder superbike.
MAY 2002
 107
APRILIA RSV MILLE
IN ESTATE AGENT SPEAK Aprilia’s Mille is comfortable,
roomy and well presented – a detached Victorian villa,
minus the parquet floor and ornate picture rail.
Parked up next to the Honda or the Ducati it looks big.
It doesn’t appear any less purposeful or muscular than the
other two bikes, just larger. The only changes to the bike for
2002 are the colours, and in silver it looks fantastic.
There are plenty of other nice details too. The polished
frame sections and banana swing-arm, the adjustable gear
and brake pedal tips, the three headlight fairing, the trick
multi-function dash (if only I could work out how to use it).
And this is the cooking version of the RSV, which costs
two grand less than the Honda and £2500 less than the
Ducati. But it’s hard to see where Aprilia has saved the
108 
MAY 2002
the test
Price £8099 power 113.5bhp top speed 167mph 0-60mph 3.35s
money. The Showa forks and Sachs rear shock may not be
top of the range, but they work well enough. If you’re
determined to spend more cash, then Aprilia will happily sell
you the R version with Öhlins suspension and lightweight
wheels (£9999). Or, if you’re really serious, there’s the SP
model (£22,765). I’ll pass, thanks.
The Aprilia engine has a tighter 60° vee than the 90° vee
used by the Ducati and Honda. The result is a more compact
motor, but one which vibrates. That problem’s solved by
using two balancer shafts. The other benefit of the 60°
engine is the exhaust note. It’s sounds hollow, blunt and
off-beat compared to the other two.
Camshafts are chain driven (compared to belts on the
Ducati and gears on the Honda). The fuel injection is glitch
free. It’s not as creamy off the throttle as the Ducati, but it’s
certainly nothing to complain about.
Peak torque is delivered at 7000rpm, peak power at
9000rpm but it will pull from as low as 3000rpm and it’s
tempting to ride the Aprilia using only the fat mid-range. On
twisting roads you can just roll the throttle on an off while
the bike stays calm and climbs up to deceptive speeds.
Wind it on past 7500 and there’s a dramatic rush of
power. Then the red shift light flashes at 10,000rpm and you
bang it up another gear. We were all convinced it was the
most powerful bike here. But we were wrong.
When we put all the bikes on the dyno, the Aprilia made
the same power as the Ducati, and a whopping 7.5bhp less
than the Honda. Tom couldn’t believe it when I told him.
While speed testing at Bruntingthorpe, Jonathan Pearson
struggled to get away clean off the line. The Aprilia wanted
to wheelie in all three lower gears.
Of course, the location of the engine has something to do
with that too. Set quite high in the frame, severe throttle use
means the crankshaft is trying to climb over the back wheel.
The Mille is fantastically composed on any road, but it
was in its element on the Cat and Fiddle. Throw in any
amount of mid-corner throttle abuse, brake cack-handedness
and bizarre lines and you won’t catch it out. The suspension
may not have the kudos of Öhlins but it does the job and the
handling is much more forgiving than the other two bikes.
It was the first bike I rode at Donington, and I made the
choice deliberately. I hadn’t ridden round the circuit since
COLOUR SCHEMES...
Silver, black or red
MAY 2002
 109
the test
APRILIA RSV MILLE
Performance criteria for
the test are all marked
out of 20, making a
maximum possible 100.
ENGINE & GEARBOX
17
The RSV is plenty
powerful enough
everywhere, but the midrange is especially meaty
and it’s got dollops of
character. The gearbox is
positive and glitch-free.
17
CHASSIS
The suspension may be
cheaper, but the
geometry is bang on. The
steering is neutral and
the ride is excellent.
Brakes are good, too.
18
VALUE
It’s a bloody bargain.
At two grand less than
the Honda and another
five hundred quid less
than the Ducati it looks
like a steal.
16
FINISH
Beautiful welding and
polished frame sections
plus nice components, but
they don’t hold up as well
as Hondas.
IN THE DETAILS...
(from left): Aprilia’s silver colour
scheme looks great, and we’re
always impressed by a big duct;
the dash is very clever, put it
beside your bed and it’ll make
you a cup of tea in the morning;
and the brakes, work
1989. I hated it back then and wanted something simpler to
reacquaint myself with big corners and wide-open spaces.
Good call. Ultimately, I didn’t find the Mille as inspiring
as the 998 but it didn’t do anything to disconcert me. And it
was just as well I got my session in early. Peter and Tom soon
started squabbling over who would get the next ride.
You’d expect the physical size of the RSV to affect the
bike in corners, and it does, but not much. “It feels top
heavy,” said Tom at Donington, “so you feel as though
you’re holding the bike up in corners, but it inspires
confidence. You’ve just got to get used to it.”
For Peter, “The RSV is as quick and as easy to turn
through the chicane as the other two bikes, it proves you
don’t need your bum in the air to get a bike to steer.”
110 
MAY 2002
17
WOW FACTOR
It doesn’t have the
timeless good looks of the
998, or the ‘this year’s
model’ appeal of the SP-2,
but the RSV is a class act.
Doesn’t have the ‘on rails’ feel of the Ducati, or the touch
sensitivity of the Honda. It’s very neutral. It doesn’t need
body English or masses of bar pressure to turn, or to
maintain the turn. It just goes around the corner.
Part of the reason Peter and Tom so loved the Aprilia was
that size thing. “You can’t love a bike if you’re
uncomfortable after 10 minutes,” reckoned Peter. “On the
Aprilia you feel as though you’re sitting in the bike rather
than perched on top of it.”
Tom was even more outspoken. “I’d happily ride to the
south of France on the Aprilia,” he said, “but I could
probably only manage Dover on the SP-2 and the A1 slip
road on the Ducati.” Tom has a point. Sublime steering,
suspension and power delivery are all well and good, but if
you have to visit the chiropractor between track sessions
you’re not going to get far on the road.
The Aprilia gives you room to move around, room to
stretch out and the ability to relax. It’s even roomier than
than an R1 or Blade. The narrow tank with well positioned
cut-outs contributes to the ergonomics. Like the Ducati, it
helps support your upper body and lets your arms relax. It’s
also got the biggest and best fairing.
There are more practical aspects to the RSV, too. The
mirrors work and you can fit a well packed set of waterproofs
under the seat hump. Tank range should be 130 miles,
which is a bit better than the SP-2. The indicator switch
under the horn button annoyed all of us, but doubtless
owners get used to it.
In raving about the RSV it’s easy to forget that not only is
it cheaper than the other two, but that Aprilia has only been
making big bikes for four years. The RSV was introduced in
summer of 1998 since when it’s had one revamp for 2001.
Reliability seems to be good and Aprilia is confident enough
to give a two-year unlimited mileage warranty
In building their sports twin Aprilia appears to have
created the idea for the road bike first and adapted it for
racing rather than the other way around. It’s certainly
designed for typically sized people with typically sized bellies
to ride on typical British roads and typical British track days.
And despite its road-biased design, it isn’t doing badly on
the track either. But then Noriyuki Haga, Aprilia’s World
Superbike pilot, certainly isn’t typical.
TOTAL
85/100
The Aprilia is the best
overall package for road
riders, it’s fast with great
handling, but it’s
comfortable, too. And
if that’s not enough, it’s
the cheapest by a mile.
A clear winner overall.
MAY 2002
B 111
82/100
80/100
Ducati 998
Honda VTR1000 SP-2
Aprilia RSV Mille
£10,450
162.1mph
11.31s @ 132.2mph
3.15s
6.55s
11.6s
4.7s
5.6s
8.75s
55mpg
29mpg
42mpg
998cc, dohc,
8v, 90° V-twin
100 x 63.5mm
11.4:1
fuel injection
6-speed, chain
tubular steel trellis
43mm usd
preload, compression, rebound
rising-rate monoshock
preload, compression, rebound
£10,349
165.3mph
11.73s @ 124.9mph
3.15s
6.6s
10.95s
4.75s
7.05s
12.2s
36mpg
26mpg
31mpg
999cc, dohc,
8v, 90° V-twin
100 x 63.6mm
10.8:1
fuel injection
6-speed, chain
twin-spar aluminium
43mm usd
preload, compression, rebound
rising-rate monoshock
preload, compression, rebound
£8099
167.4mph
11.78s @ 131.5mph
3.35s
6.5s
10.8s
4.55s
5.15s
7.65s
49mpg
27mpg
38mpg
997.6cc, dohc,
8v, 60° V-twin
97 x 67.5mm
11.4:1
fuel injection
6-speed, chain
twin-spar aluminium
43mm usd
preload, compression, rebound
rising rate monoshock
preload, compression, rebound
Wheelbase
Rake/trail
Dry weight (claimed)
Seat height
Fuel capacity
Warranty/mileage
NU insurance group
Service intervals
2 x 320mm discs/4-piston calipers;
220mm disc/2-piston caliper
Pirelli Dragon Evo Corsa
120/70-ZR17, 190/50-ZR17
1410mm
23.5-24.5°/91-97mm
198kg
790mm
17 litres
2 years/unlimited
17
6000 miles
2 x 320mm discs/4-piston calipers;
220mm disc/single-piston caliper
Dunlop D208
120/70-ZR17; 190/50-ZR17
1420mm
24.5°/101mm
194kg
820mm
18 litres
2 years/unlimited
17
4000 miles
2 x 320mm discs/4-piston calipers;
220mm disc/2-piston caliper
Dunlop D207
120/70-ZR17; 190/50-ZR17
1415mm
25°/99mm
187kg
820mm
18 litres
2 years/unlimited
16
4000 miles
PRACTICALITIES
Spares prices
Indicator
Mirror
Fairing side panel
£8.10
£43.30
£256.20
£41.71
£49.71
£255.36
£22.94
£28.52
£198.14
Living with it...
You’ll have an idea from reading the test.
It’s very cramped. If you’re tall, or you’ve
got a bit of a belly make sure you fit.
Ducatis are designed for skinny folk under
six feet tall. There are no bungee points
and the mirrors are useless.
The mirrors are half decent till they start to
vibrate. There are no bungee points but
there is enough room inside the seat
hump for a spare pair of gloves or a well
packed set of waterproofs. Tank range?
Pathetic.
Another set of half decent mirrors and
there’s a tiny space under the tail piece.
And your pillion...
The Biposto seat is a no cost option, but
frankly why bother. You can’t really enjoy
riding the bike with a pillion and the solo
seat looks better. Anyone getting on the
back should be certified anyway.
Gets to sit on a little pad which can be
swapped for the panel on top of the seat
hump. Why they would want to is a
mystery. Grab rail? You’re having a laugh.
Like the Honda, you substitute the tail
piece top with a seat pad. I know what
my missus would say if I suggested a
trip to France.
Price
Top speed
Standing 1/4 mile
0-60mph
0-100mph
0-130mph
Braking 100-0mph
Top gear roll on 60-90mph
Top gear roll on 80-120mph
Fuel consumption Best
Worst
Average
Engine
Bore/stroke
Compression
Fuel system
Transmission
Frame
Front suspension
Adjustment
Rear suspension
Adjustment
Brakes front; rear
Tyres front; rear
(far left): Tom on the SP-2 and Pete on
the RSV flicking the flack through the
Donington chicane
(left): the garden gnome, just out of shot
in front of the Ducati, offers a few riding
tips to Pete and Tom
None of the power curves are ruffled as they
storm to their peaks, but the Ducati’s is the
most impressive. It explains why testers were
so impressed with the 998’s powerful engine
characteristics.
As ever, the initial pick-up in piston rate of
a V-twin motor is shown by an almost vertical
rise to 3000rpm. The SP-2 is strongest here but
then dips dramatically around 4500rpm. It
could be noise emission restrictions causing
Honda to back things off. The Italians are
never that bothered about that sort of thing.
The dip explains the SP-2’s poor top gear rollon figure in comparison with the 998 and
Mille (see above), despite the Honda’s 10bhp
power advantage.
Road testers say...
I liked the Aprilia, but I loved the Ducati. I was put off 916s early,
great looks but too uncompromising on the road. The 998 is different.
Decent suspension and smooth power make this the best Ducati
superbike I’ve ever ridden. Worth two and a half grand more than the
Aprilia? Not really, but extravagance should be encouraged.
Hugo Wilson
I’d spend my money on the Aprilia. I get to ride lots of bikes but this is
one of the ones I’d actually open my wallet to own. It’s not just that
it’s comfortable over distances it’s also got lovely handling and a great
motor. Second for me is the SP-2, I love the handling and especially
the front end. The Ducati is third. I just don’t fit ’em.
(far right): Tom making the
998 look like a minimoto.
(right): “We’re riding along
on the crest of a hill”
Tom Bedford
The Aprilia is the best road bike I’ve ever ridden. I loved every minute of
it and there’s no way it’s worth spending more on the other bikes. Well,
I think I was faster at Donington on the Ducati but it’s too
uncomfortable on the road. The Honda is a good bike, but it would have
to be cheaper than the Aprilia to make sense to me.
Peter Boast
If you’re a Ducati sceptic the 998 will change your mind. It’s still
beautifully focused but a better road bike. Hmmm, Aprilia or SP-2?
The Aprilia rightly wins the test. So user-friendly, such a pleasure to
ride and value for money. But I’d buy the SP-2. It looks like a race bike,
is exciting to ride fast and gets you in the WSB paddock.
(right): Shiny new white bike, shiny new
white leathers. Tom was asking for it at
Donington but he managed to stay on
(below right): candid advice on the wall
at The Cat and Fiddle
(below): draft tea and a coal fire makes
road testing in March almost tolerable
(below left): “It’s a motorbike.” “Are you
sure?” “Definitely.” “Shall we ask,
Pete?” “No, just write it down”
(left): the Honda in its natural habitat
All prices are on-the-road, including the pre-delivery inspection (PDI), number plates and a year’s tax
Dyno graphs explained
the test
85/100
 Ducati 998
113.5bhp @ 9600rpm
67.8lb-ft @ 8000rpm
* Refer to our insurance ready reckoner on p175 for a
rough guide to the cost of insuring these bikes with
Norwich Union
 Aprilia RSV Mille
113.5bhp @ 9400rpm
70.5lb-ft @ 7200rpm
 Honda VTR1000 SP-2
122bhp @ 10000rpm
71.5lb-ft @ 8000rpm
* Bikes are measured on BSD’s
fantastic Dynojet dyno using the
EEC power standard, which
gives figures a few bhp down
(around 1 per cent) on Bike’s
previous figures.
On all our road tests and European adventures,
we’re covered by RAC breakdown and European
assistance. Phone 0990 722722.
n The lovely people at 100% Bikes track days
sorted us out with track time at Donington. They’ve
got a million dates this year. Call them on 0870 872
2532 or visit www.100pc.co.uk
n The Powerslide Training School (01507 313829).
Ask Peter Boast to show you how to go sideways.
n BSD (01733 223377) for dyno testing the bikes.
n The Cat & Fiddle pub for keeping the fire going.
Jon Pearson
“

verdict
THE FIRST QUESTION is whether you want a twin at all. Bikes like these are capable of delivering great riding
experiences, but they’re more difficult to ride well than, for instance, a Honda FireBlade or Yamaha R1, both of
which offer more performance per pound, and the prospect of an easier life. For many of us the World Superbike
connection will make the effort worthwhile. Cheering Haga or Edwards or Bayliss means much more if the bike in your garage
looks the same as the one that your hero is riding.
These three bikes share the same philosophy, but they actually feel very different. More so than in almost any other
category, personal preferences are crucial to which one you will suit you. The Ducati and the Honda have completely different
handling. The 998 is harder to turn but more stable. The Honda turns with a shift of the buttock but requires more input
throughout the turn. Take your pick. Or get the Aprilia which, in comparison, it’s very neutral.
The Aprilia is a clear and easy winner. Not only is it two grand cheaper than the Honda and Ducati, but it’s also
the most comfortable and has the most entertaining power delivery. Next up is the Ducati. For road riders the 998 is
easily the best version yet of the 916/996/998 dynasty. And some people will always be prepared to pay the extra
for the Ducati name and pedigree on a package that looks this good. The Honda is improved over the SP-1, but as a
road and trackday tool there just aren’t enough reasons to spend the money on this rather than something else.
”