Ducati 1199 Panigale Consumer's Review

Ducati 1199 Panigale

Three obvious however crucial points to ponder concerning superbikes: one. they're brutally quick machines, with specific outputs and acceleration figures that (aided by a general lack of governmental regulation) place seven-figure supercars to shame. 2. They solely get fiercer, because of an arms race fueled by an insatiable need to say bragging rights and beat the opposite guys on the world’s race circuits. 3. Most price concerning the maximum amount as a Kia Rio.

Ducati, that more-exotic-than-the-next purveyor of two-wheeled tomfoolery, spent 20 years incrementally evolving its superbike style and sticking to a trellis frame layout before fully reinventing its 2012 flagship. Dubbed the “Panigale” once the Bolognese neighborhood where the Italian manufacturer relies, the most recent bike addresses its predecessor’s shortcomings with a totally re-imagined style retaining 2 quintessentially Ducati features: a giant twin engine layout, and Desmodromic valves. Though the trellis frame and butt-burning underseat muffler are gone, the signature Ducati exhaust note remains.

The “1199″ designation isn’t entirely honest — its L-twin displaces specifically one,198.16 cc — however besides the marketing-biased nomenclature, there’s nothing concerning this bike that isn’t new. The trellis frame has been replaced with a nine.2-pound aluminum monocoque that comes with an airbox and uses the engine as a stressed member. Mass has been centralized, ie, moved towards the center of the bike, because of a brand new, underslung exhaust system. additionally to the smaller muffler, aggressive weight savings throughout embody an aluminum fuel tank, lighter wheels and brakes, and re-worked subframes to carry the seats and instrumentation in place. Overall, the Panigale jettisons a considerable twenty two pounds, yielding a wet weight of 414 pounds, unfueled.
Off the road, the Panigale feels lithe and slim, with compact proportions that belie its fierce capabilities.

Among other mods, the new mill alters its internal proportions to facilitate its 25 horsepower gain, resulting in a peak figure of 195 hp at 10,750 rpm. Pistons have been widened to a massive 112 mm bore, the largest you’ll find outside the realm of supersized cruisers. The resulting oversquare ratio is fondly referred to as “Superquadro” by the Italians, and favors high-revving horsepower over midrange torque; though it approaches the bore/stroke figure of a Formula 1 engine, the Panigale still manages a thumping 98 pound-feet of torque, which peaks at a screaming 9,000 rpm. For what it’s worth, Ducati claims the most potent power-to-weight ratio of any production motorcycle.

The Panigale packs no fewer than six electronic control units governing goodies like traction control, throttle response, available ABS, and a clutchless quick-shifter. The settings are negotiated via switchgear on the left handgrip and a contrasty TFT screen befitting a jet fighter cockpit. And yes, there is, of course, a “man mode” that removes all electronic wizardry and allows free reign over those 195 horses and stellar brakes. The “S” model adds an electronically managed suspension system that adjusts rebound and compression settings from the cockpit; ABS is optional on the base and “S” models, and adds 5.5 pounds to the overall package.

When first straddling the Ducati 1199 Panigale in the paddock of the Yas Marina Formula 1 circuit in Abu Dhabi, two things become immediately apparent: Even here at a race track, I’ll be in no danger of fully exploiting this bike’s vast reserves of performance, and I won’t be fiddling with “man mode.” I’ll lean on those electronic aids while learning this track’s 21 turns.

Off the line, the Panigale feels lithe and slim, with compact proportions that belie its fierce capabilities. Shockingly, it’s also significantly more comfortable than the bike it replaces, thanks to a saddle that’s been moved closer to the handlebars, which are now wider and taller. The upright eyelines feel more accommodating than the taxing, nearly horizontal back posture induced by its predecessor, and the new positioning inspires greater confidence before the wheel has rolled forward an inch. Twist the throttle, release the clutch, and ease ahead, and the Panigale’s meaty powerband pours to the rear wheel, even though some midrange twist has been sacrificed for high-end oomph.