2014 Ducati 899 Panigale review — Road Tests: First Rides — Visordown

24 Мар 2015 | Author: | Комментарии к записи 2014 Ducati 899 Panigale review — Road Tests: First Rides — Visordown отключены
Ducati 60

2014 Ducati 899 Panigale

THE script has been the same for Big new Ducati superbike enters the setting pulses racing. as the commotion starts to … a smaller version slides in and again, hearts start to

That’s the plotline Ducati has for the last two decades but no matter how the story never gets

The 899 Panigale takes over the popular 848, the baby in Ducati’s range. Even the new 899 Panigale is small compared to the big Panigale, it’s just shy of the original 916. Can you still it a ‘ baby superbike’ ?

In Ducati call the new 899 a ‘supermid’ . may sound like hollow jargon but with a claimed and 73lbft of torque, it’s not a bike aimed at the novice. have taken the style of the Panigale and, with an engine, made it more

They claim the 899 is a jack of all as much a road bike as a bike, a bike that technology to make it more and at the same time, a bike supersport riders can aspire to but a bike that could current superbike owners

Is the 899 an 1199 with a small and a double-sided swingarm? Well, yes and no.

The 899 the same monocoque aluminium as the 1199. The crankcases are the same as the and just with those two you essentially have the same as the 1199. However the 899’s bore and … are 100mm x (compared to the 1199’s 112mm x

The 899 features redesigned intake and ports, a different cam profile, valves than those on the but larger than those on the 848 The clutch cover, cylinder and sump cover are all aluminium of the magnesium used on the 1199.

The double-sided swingarm is shorter, and stiffer than the single-sided on the 1199. The 899’s wheelbase is 11mm shorter than the The tank is steel, not aluminium but 1kg lighter than the plastic on the 848.

The subframe is steel and not aluminium. The suspension is one area I think the 899 holds it own against the Panigale as it features fully-adjustable Big Piston forks over the fully adjustable Marzocchi forks. The rear suspension is a Sachs unit and a Sach damper is fitted as standard.

changes include an all-new LCD instead of the TFT full-colour version on the The rear wheel is obviously not the as the 1199’s and the 899 doesn’t feature the LED fitted to its bigger, older

The brakes are Brembo Monobloc, like on the 1199 except the are 32mm in diameter compared to the As on the 1199, Ducati Traction and their DQS quickshifter come as but the 899 also features ABS in the Ducati Pack as standard — an option on the 1199.

There’s no clutch on the 899 and that’s the only measure I can see that could performance. All the other changes logical. Does anyone care if the subframe is made welded steel and not cast

Are you seething at the lack of full-colour red-faced over the aluminium covers that once magnesium? I didn’t think so. In it makes me wonder how much a base-model 1199 Panigale be if it followed the same measures.

But that’s a story for another

The riding position is the same as the the but arguably less extreme on the 848. The bars are set 10mm than the 848’s while the is set 30mm closer to the bars. The height is 830mm compared to the 825mm but that’s down to an 5mm of padding in the seat, aimed at it more comfortable.

I’m and had no problems when it came to

The 899 is 5kg heavier than the 1199, might make you think it’s heavy’ but the 1199 is an light motorcycle. If you look at it way, the 899 is 5kg lighter than an 848 Evo and with the 899 carrying ABS. ever accused the 187kg 848 Evo of heavy.

The 899, at 182kg, is a package.

I raced an 848 for a couple of and got to know the bike well. The 899 a lot smaller, the under-seat exhausts of the 848 to elongate its profile, whereas on the the meat of the bike is well and focused around the engine. The on the 899 doesn’t feel as long nor as

You feel like you sit in an 848 whereas I like I sit on the 899.

The engine the instant you tweak the throttle and the jump with no apparent The exhaust fires out a rat-tat-tat a burst of fire from a gun. This is no lumbering

It has been raining hard for two — it’s so wet here at that you’d probably set a laptime in a canoe. Nevertheless, we out on Pirelli Diablo Rain the wets you’d see on a the World grid and suspension settings have been softened to the conditions. We’ve also got the in the Wet riding mode, which power to 110bhp, softens off the map and turns up the sensitivity of the ABS and traction

For road riding, I can see the benefit of the Wet but on track, the system is so sensitive, it restricts anything the bike to do, just as it wants to do it. Driving out of just as the motor starts to at 7,000rpm, the traction control goes from a wild to an almost constant and you feel the being held back.

You have to try hard to crash an 899 in Wet It won’t allow the rear to move, even if poked a sharp tweak of the throttle. You can your input blunted as the flattens and the rear tyre grip.

What you can’t out of corners, you can make up by squeezing in. The feels light and plush. I big piston forks but some don’t get on with them in the

Imola has many different surfaces, some of them back to 1784 but despite being obviously visible in surface and texture, the BPF forks out the noise and keep the feedback uncluttered.

The profile and compositon of the Diablo Rain tyres change handling compared to but the 899 doesn’t require much to get it into corners. The 848’s feels lazy and the bike flat in standard trim but the 899 lighter and more eager to

In Sport mode the 899 feels a complete bike. The motor out its maximum power and while the ABS are almost identical to Wet mode, the control level is backed from eight to five. the additional power, more the minimized traction control, makes the difference.

It’s a engine. Considering the 899 is running a air-filter and road-legal exhausts, amazing how free-revving the 899 lump is. On you won’t dip much below and after 7,000rpm things start to move.

The engine is it’s eager and the throttle is light but not numb, like ride-by-wire systems can be.

Even in conditions, the eight-stage traction setting, set at at five, (with one the lowest), feels slightly too However, the light constanly while feeling intrusive, reminds me I’m probbaly away with more I could if I went mano-a-mano a rain-soaked Imola.

The 899 spends of its time between 8,500and It produces peak torque over 8,500 and where the 848 like it’d rather you up after 10,000rpm, the 899 wants to going and is happier with the up. The final drive on the 899 is 15/44 to 15/39 on the 848 and that helps the 899 get its stride and keep the revs freely.

The mid-range response of the 899 a lot sharper than that on the

The DQS quick shifter feels an added bonus, especially in conditions. Mid-corner gear don’t upset the bike or focus and the gearbox feels so The 848 isn’t known for having the gearbox out there and you can get the occasional or need a second-stab to get the gear after but that’s just not the with the 899. I didn’t one shifting issue all day; arcade-game smooth.

The footpegs, however, are a different They feel like Teflon-coated and on a couple of occasions, I my footing. Although I ought to in the wet conditions, if I bought an 899, be the first things to go.

Getting my stride around Imola, on a of occasions in hard-braking zones, I like the 899 was lacking for not having a Ducati’s EBC (Engine Brake is designed to reduce the amount the wheel locks on downshifts, by the throttle (I know, it sounds it reduces rear wheel

Personally, I’m not a fan of EBC and depending on how you it can feel like you’ve the throttle just as you’re into a corner. You end up riding the EBC and it feels awkward. A slipper allows you to quickly drop a of gears, usually in a hard-braking and not worry about the bike or having to release a bit of front to get it in order.

The brakes are very to those on the 848 EVO and offer plenty of force and good amounts of The BPF forks and Brembos are a great and even though you’ll put yourself in the safe hands of the it’s good to know there.

This is a fantastic The 899 is a scalpel to the 1199’s meat The 1199 is great but demanding, raw.

The 899 is more subtle, without tearing your off and more forgiving too.

The footpegs and the lack of slipper are two areas where the 899 would from an upgrade. While an and sports exhaust would no enhance performance, the 899 makes a sound, a sound that directly from the engine than the twin underslung

Twenty years ago, the 748 was to the 600s of the day. While the 848 stronger than current blurring boundaries with the of Triumph’s Daytona 675 and 636cc Kawasaki ZX-6R eat away at the

The 899 takes another step While I suspect there be next to nothing in it when a fully-sorted 848 with a fully-sorted the gap between the standard bikes has

The 899 lays down the future for bikes. Its claimed 148bhp is closer to 130bhp at the rear but in any case, it’s more enough. The Ducati Safety widens the bike’s appeal, it less intimidating for some and real-world ready for all.

the 848 might have looked a step down for riders of Superbikes, the 899 isn’t.

Lean and it offers potent performance and a involving riding experience. take on the 600s and the superbikes. call it a baby superbike. the real deal.

Model Ducati 899 Panigale


Interesting articles

Tagged as:

Other articles of the category "Ducati":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.