RideApart Comparison: Ducati 1199 Panigale S v R RideApart

23 Апр 2015 | Author: | Комментарии к записи RideApart Comparison: Ducati 1199 Panigale S v R RideApart отключены
Ducati 65 S

RideApart Comparison: Ducati Panigale S v R

We’ve spent the two weeks living with the motorcycle in the world, the Ducati Panigale R. also riding it the less exotic Ducati Panigale S. How do the two stack up in the real

What’s Different

The Panigale is a special motorcycle. It’s the production bike to ditch the in favor of an airbox that as a front subframe, connecting the to the front cylinder. The rear bolts to the rear cylinder. helps it achieve an extremely weight: 361.5lbs (dry) in the of the S model.

That’s lighter a 600.

The Panigale is the first to benefit from 2nd generation control, which works to help you put the power down in an manner. Previous Ducati were fitted with a jerky system that was there for safety only.

in that electronic rider aid is also ABS brakes, quick and, thanks to a ride-by-wire switchable riding modes. You can adjust the level of engine and even the damping settings and rear through the full-color TFT Preload remains manual.

The R the S’s top-shelf Ohlins NIX 30 front and rear suspension, forged wheels and Brembo M50 brake That’s good, because are essentially the nicest components out

To the S, the R adds:

— Titanium connecting that drop 630 grams of inertia

— A 700 gram flywheel

— The above add 500rpm to the max revs, taking to 12,500rpm

— Gearing is to 15/41

— Unique Corse graphics on the still-plastic

— An exposed aluminum tank

— Fairing in front of the rider’s hands

A tall windscreen

— A seat

— Full exhaust system

— data collection with prepared for suspension potentiometers included)

— A four-way swingarm pivot.

Ducati the same 195bhp peak figure at the same RPMs for bikes, but because the included system is wink wink, nudge in terms of legality (it uninstalled), they don’t the additional 7bhp it brings. So the R makes 202bhp and 100lb/ft of

We just went to ProItalia.com and up the price of that exhaust DDA kit ($600), seat ($264.10), ($389.75) and screen ($151.90) and got a of $4,974.65. That obviously include the adjustable swingarm engine parts or aluminum Considering the R carries only a premium over the $22,995 S, actually makes it something of a

Particularly if you’re planning on the R, which is really the market ultimate Panigale is going Its racers that stand to most from the increased and adjustable swingarm pivot. The allows them to hang on to a gear for longer in corners, drive, while the latter their ability to set the bike up for weather conditions, tires and choosing to maximize stability, or turn in speed.

The S comes in solid red or the white you see Adey riding here.

I the S up Angeles Crest Highway to Ranch and the R back down. spent about two weeks the $30,000 bike as everyday

The most apparent differencesbetween the two come from the considerably gearing on the R. Where the S uses the R’s two extra rear teeth thrust at full throttle in 3rd by 10 percent and by 18 percent in 6th. no, we aren’t hitting full in top gear on the road, there noticeabley stronger drive on the R. It becomes much more to pulling wheelies simply aggressive application of the throttle.

The big differences come from the which does a much job of directing wind blast your shoulders, even at highway speeds and, that suede seat. my Roadcrafter was unable to grip the stock seat at all, the helped me stay in place braking and acceleration and helped me more while hanging off corners.

The really big difference Some guy named Troy was the last person with particular bike and he’d set up the for laps at Chuckwalla. With the R’s steering was notably sharper the stock-setting S, you could be more with trail braking and the was more stable while out of corners, allowing you to get on the throttle

Want to try them for yourself? Set up the for your bodyweight, then these in using that TFT

“Our” R was fitted with the 200/55 rear over the taller 200/60. Those also made the R an absolute around town and on Los Angeles’s highways, bouncing me fully out of the on several occasions.

Neither the S nor R is for use on city streets, through world highways or in congested The Panigale’s intense, take-no-prisoners actually makes it slower in environments than most sport bikes even machinery like a V-Strom Even in Sport mode, it unpredictably, occasionally cuts out braking, tracks grooves and and literally spits fire; the will shoot a 6-inch on overrun.

But, get it on a smooth, canyon road and you’re with the absolute fastest, responsive, sharpest tool Riders of less than ability beware, this will cut you.

“I felt at home on the R,” says Adey, pictured in these photos. the more comfy race and track suspension settings by Troy Bayliss. The bike was was inviting to go fast on. In the same it was also quite tame and on the street.

Throttle response is crisp and Keep in mind I always in race mode.”

Ducati 65 S

“The S needed some getting to with its slippery seat and suspension settings. Even the S shares the same suspension as the R, the settings you apply make or the ride. I’d take either just save the suspension from the R!”

What’s Good

The R’s are totally worthwhile and part of a affordable package. The aerodynamics on the road just as well as do on the track. The seat does a better job of holding you in place.

The seriously improves acceleration. The loud exhaust sounds wonderful.

In fact, riding on the R is akin, at least in our minds, to something like a Ferrari or Lamborghini Reventon. You’re not going to be using its performance to to a party at Vivienne Westwood, but you get there, you’ll actually be to park right out front. As an bonus, the R’s subtle flash tells cognoscenti that you serious dime on this

Cristiano Minchio, the CEO of the brand’s US knew what it was, and was impressed, but everyone else it was just another a nice

The latest Pirelli Diablo SPs do a good job of heating up quickly and as much grip as you’ll need, even on 65 degree and around town.

Those tires, combined both ABS and TC, actually lead to a sense of safety. Something welcome on such a fast, machine. The brakes always commanding stopping power, over sketchy, bumpy and you can wind on that immense with confidence.

The full-color, TFT is bright and conveys information and immediately.

What’s Bad

Fueling so perfect at wide-open throttle jerky and unpredictable in city The R was prone to cutting out while decelerating, such as you would do approaching a red light.

Even the new-for-2013 engine and exhaust that are now standard acros the range, the bike gets hot at city speeds.

Comfort, exponentially improved over Ducati superbikes, is still…limited. while riding fast on roads, vibrations made my hands and feet numb just a few miles and your will cry for mercy after 10 in city traffic.

Changing through the TFT screen using the signal switch and two little located above and below it is confusing and frustrating. Even switching from Race to mode, you’ll find turning on the indicators and swearing.

The R like it’s fitted more aggressive brake than the S. Great around a like COTA, where regularly braking from high speed, not so great in at night, on slippery roads. ABS a lot, but the brakes still end up a little much.

TC, ABS and all the other stuff combine to both the S and R confidently exploitable for riders giving it all of their They do not make the Panigale in any way or appropriate for anyone else.


$29,995 makes this the R-model Ducati ever. great if you plan to go racing it, but the bike is unnecessary if you’re planning to ride it on the street or use it on We’d add a suede seat, gearing and taller screen to the S and the remainder on tires and gas.

going to use a lot of both on this

Ducati 65 S
Ducati 65 S
Ducati 65 S
Ducati 65 S
Ducati 65 S

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