Ducati 1199 Panigale S vs. MV Agusta F4 RR — Ultimate MotorCycling

19 Июн 2015 | Author: | Комментарии к записи Ducati 1199 Panigale S vs. MV Agusta F4 RR — Ultimate MotorCycling отключены
MV Agusta 350 S

Ducati 1199 Panigale S vs. MV F4 RR

Ducati 1199 Panigale MV F4 RR Review

There are many between Ducati’s new 1199 S and the MV Agusta F4 RR. Both are Italian from fabled factories spectacular racing heritages. are Superbike-class motorcycles with engines.

Both have control and adjustable fuel for different riding conditions. have top-of-the-line Ohlins and Brembo radial brakes – and are very, very fast.

that is pretty much the similarities end. The Panigale S’s although still a twin, is a change from its predecessor and the most high-tech Ducati The MV is more of a highly evolved that maintains the same four, radial-valve design a decade ago.

These would clearly excel on the However, most of the machines will never get there, so we ourselves more interested in the best motorcycle for the real perhaps this contest quite as one-sided as one might I enlisted the help of three – all highly experienced riders different riding styles, demands, and bike ownership – and we thrashed both bikes as as we dared on a variety of roads bios listed below).

The S replaces Ducati’s usual frame with the all-new L-twin engine as the centerpiece, the various motorcycle parts – swingarm, seat, and so on – directly to it. saves an enormous amount of and the Panigale is easily the lightest superbike currently on sale.

at 415 pounds (claimed, wet), the S weighs less than pounds more than the MV the F4 RR does dry. The Panigale S is minimalist, and super-quick. The Ducati feel nervous, and it goes it is pointed, but it is also razor and you have to be careful what you for.

The F4, on the other hand, uses a trellis frame and a lot more weight. However, it so elegantly, and the MV feels superbly with swift and predictable

The Panigale S’s electronics package is anything else out there Three riding modes Sport, and Wet) have a limitless number of permutations and are accessed via the gorgeous, full-color TFT pod.

Functions include three maps (195 horsepower direct delivery; full with smooth delivery; 125 with smooth delivery), levels of Engine Brake (throttle butterflies open and in conjunction with the slipper to reduce rear wheel a gearchange quickshifter (yes, awesome); three-level anti-lock (helps prevent rear-wheel under strong braking); levels of traction control one being the least intrusive); and 140 levels of electronically adjustable suspension. The Panigale S’s linkage can be changed from Progressive street use with passenger) to (for track use), this is done manually electronic actuation.

Although the suspension is not electronically adjustable, the Ohlins 43mm fork and TTX shock give superb the clickers are in full view and easy to reach, should you be so We left it stock and the ride was yet smooth, on the road. Interestingly, bikes have Öhlins dampers, though neither is adjusted.

Thanks to the all-too-brief of Harley-Davidson money and expertise, the MV underwent a major facelift in and a kinder, gentler – but considerably powerful – F4 emerged. The 998cc motor puts out a claimed 201 and sports radial-valves, a slipper and a decent electronics package includes two fuel maps and Wet), and eight levels of control. Needless to say, the MV is powerful and will lift the in the first three gears ease.

Classically elegant, the sleek lines are still a I wonder if it is starting to look a dated, principally because of the seat/tail section, but I was told in no terms by fellow test Tibor and Andrew, that I am The now square-section underseat organ still hold the same of course.

In contrast, the Ducati’s yet flowing, styling and abbreviated (abandoning the iconic underseat is tighter and more aggressive. though Tibor observed the Panigale  S looks “like a instrument; no superfluous anything,” he gave his styling nod to the MV Agusta. a work of art, and the best bike, especially in that pearl white with the red

The Ducati’s engine displaces and, according to the Peak dyno in Simi Valley, it outputs 168 peak rear horsepower at 10,000 rpm. The is a hugely over-square unit and the big whipping up and down inside the naturally produce a fair of vibration that gives the a visceral feel.

The torque comes in early and consistent up to a maximum of 91 ft/lbs at rpm; on the road, rather the dyno, all four of us agreed the motor dropped off a little in the Andrew observed that “up to rpm the Panigale S had crisp power Above that it was pretty until you reach 8000 there is such an impressive of power it is almost hard to with.”

Tibor said it “made nice power, but was not as as I had expected; the bottom end is fairly

On faster roads where the can spool up properly, the power is When you hit that 8000 rpm the bike goes into and things start to happen Kaming said the “somewhat ride-by-wire throttle felt an angry tiger on the loose; but if committed you’ll be rewarded a huge smile.”

The 1199′s 74 of torque at 4000 rpm (almost as as the MV’s peak output) is through slower-speed corners; if you real punch on exit, the needs a downshift. Wisely, the has a quickshifter and the gearbox is truly on upshifts. For canyon riders the power development is not ideal; for the day junkie, the Panigale S will supreme.

Giving away to Ducati, the MV compensates by revving to a 13,700 and producing 181 rear horsepower on the Peak Performance – some 13 horses more the Ducati. While the 76 ft/lbs of torque is considerably less the Panigale S’s incredible 91 ft/lbs, the F4 RR a healthy 45 ft/lbs at 4000 rpm and the torque production so perfectly that to call it a curve is a

We all felt the consistent torque on the road, and both Kaming and I especially impressed with the throttle connection. The fueling is (even though it isn’t and the variable length intakes perfectly giving the motor its output. If the enormous power so predictably delivered it would be

Although the MV’s motor is agreeable and super-smooth in normal at the upper end of the rev range it gets a buzzy. “It feels like an inline-four should be,” said. “There are gobs of all over the place and even amounts at reasonable rpm.”

Ergonomically, the two machines couldn’ t more different. The Panigale S is – – comfortable! It’s a well out sportbike with seated ergonomics and, compared to the comparatively painful …-in-the-air position, the Ducati feels a La-Z-Boy; the difference is truly “I enjoyed the feeling of totally into the Panigale S,” Andrew “and that it needs to be working with your position to go very fast.”

felt the 1199′s “body was the most comfortable of any true I have ever ridden.” I go quite that far, and the from the rear cylinder and pipe can become overly even at speed. Certainly, the S is the most comfortable Ducati I’ve ridden; someone at the finally noticed.

The MV is a completely animal. Tibor commented “there is an unmistakable feeling of ‘on’ it,” and Andrew that “the clip-ons are even lower than the The old-school riding position him feel like he “was on a wood board, but it was ready to any order or direction from

The F4 RR is much taller than the S, and Kaming noted that slightly height-challenged people have problems maneuvering it at speeds. The F4 is definitely an improvement its predecessors, but for me it is still too aggressive a position; fortunately the footrests are adjustable which helps

Interestingly, the F4′s discomfort spoil the bike for me – I would own one in a Once in my garage, the first I would make is to fit a Cycle Cat kit and lose the neck and shoulder The MV’s rear view are like pre-Panigale Ducatis – you to lift your elbows to out what’s behind.

In contrast, the S has excellent Japanese-style mirrors long stalks that a great rear view.

On the the Panigale S is always ready to it is not nervous, per se, though it reacts and is so light that it responds to no input. Tibor initially the Panigale S turned too early; he had it figured out and was patient, it turned where he wanted it to and inspired “I’m no racer,” Tibor “so I can get nowhere near its limits, but just fine with me. I asked of it, it did easily with an margin of safety.”

The MV is less of a scalpel than the S. Rather, the F4 RR feels so planted, and so easily and predictably, that it is more confidence inspiring. MV is super sharp in terms of tight lines and it goes to lean angle quickly and Andrew said. “I didn’t much body movement; let her know what you want and do it for you. With the Ducati I part of the machine; not so with the MV, but it like being in control of a machine that will do for me.”

“For canyons, the smooth throttle response, compliant suspension and chassis like a typical Japanese four,” Kaming said, the Panigale S has MotoGP-like stiff and chassis —  it’s a

The Panigale S’s Sport mode for the street) still defaults to firm suspension that a lot of road irregularities. For Andrew and me (at 185 pounds each), softening the compression damping by four (to position 14 of 31) and the rebound by two notches, the bike feel perfect for the we sampled.

Kaming weighs 150 pounds and wanted a softer for his weight. As he observed, “The alone has more than 140 possibilities.” We recommend making a trying it out, and then another adjustment. Fortunately, is a factory Default setting on menu, so if you really get it wrong you can go and start again.

Toggling the Panigale S’s three riding can be done on the fly, though within those modes the traction control) have to be at a stop. We were super with how much, and how intuitively, you can the bike’s settings.

The quickshifter was a new for Andrew and Tibor; for me, I am starting to like I don’t want to a sportbike without it. Needless to everyone loved it; the Ducati’s is so smooth and precise that are almost imperceptible. The MV’s is perfectly fine, but feels a clunky in direct comparison.

MV Agusta 350 S
MV Agusta 350 S

That is not a criticism of the MV; it is just a of how well the Ducati gearbox Either I need to stop a quickshifter snob, or every superbike needs this

So which one is the best streetbike? The S is one of those bikes that gets better the faster you It goes exactly where you it to, and it does it a lot quicker than you it to.

Although it needs precision, it very well as a streetbike.

The F4 RR is so and confidence inspiring that Tibor, and I feel it has the Panigale S on the street. However, once you very high speeds – as at a track day – the MV’s extra and high-rpm buzz handicaps it, when the Ducati is coming its own.

If you want a smooth with liquid power and a superb handling chassis feels on rails, then the MV is for If comfort is a priority, and you want the technology and the most highly machine to aggressive riding, the Ducati has to be your choice.

wonderful engine, smooth and the looks of the F4 would win it for me, especially if the could be modified a little,” said. “But, if I were a skilled road surgeon, I’d choose the Panigale S.”

Andrew the MV straight away‚” and, the Ducati is the better bike at high speed, he agrees the MV is a fun street bike.”

Kaming that bragging rights always be factored into a owner’s decision. “The S gives you the highest technologically motorcycle of this era and Ducati this bike with one in mind – to win the World Superbike that’s reason enough to own he said. “I like the smoothness of the MV but for short trips to the cafe or for riding, the Ducati is hands the winner.”

All four of us admitted it was a call, and we would love to own or both machines. However, in the fun and predictability are features you covet on the so it was three votes for the MV Agusta F4 RR and one for the Panigale S 1199, making the from Varese a surprise in this shootout between two factories for street supremacy.

About the Test Riders:


Andrew moved from Lake Como, two years ago. He has never a track day, but from I have seen, he would be one of the riders if he did. He got his first bike when he was ten and had several machines before his new 1989 ZXR750.

Andrew had a couple of FZR600s, a Suzuki GSX-R1100, Yamaha Phazers, two Ducati a Honda CBR900RR, a Yamaha R1, and a RC51 SP2. As a native Andrew is unprejudiced by an “exotic” on a gas tank. A motorcycle mechanic, he owns six bikes.

After a Kawasaki H2R GP bike, and serving as a Superbike development rider in the Kaming transferred to the Formula car series and in the early-1990s raced in the GP and the Daytona 24 Hours. He has since an AMA Superbike Team and remains with a team today. self-described “useless old racer” can show a clean pair of to most people I know, and does a lot of track days and canyon rides.

His breathtaking collection includes a Ducati and Panigale, MV Agusta Ago and Brutale, an RSV4 Factory, and a Benelli

Tibor Toczauer

With modesty, Tibor told me, these bikes would me to do some track days, so I get a modicum of skill and not kill Starting out in the mid-1970s with a of Kawasakis and a Suzuki GS1000E, he though a Kawasaki Ninja Suzuki TL1000, BMW K1200S, an MV F4 and a Benelli Cafe Racer. does a lot of long-distance interstate on his BMW LT, but for local riding he uses his BMW S 1000 RR or K 1300 GT.)

by Don Williams

Story from MotorCycling magazine. To read the edition free in digital click here .


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