World’s First Ride: 2014 Ducati 899 Panigale Review Ducati Motor Cycles…

6 Июн 2015 | Author: | Комментарии к записи World’s First Ride: 2014 Ducati 899 Panigale Review Ducati Motor Cycles… отключены
Ducati 60 S

World’s First Ride: Ducati 899 Panigale Review

The Ducati 899 Panigale doesn’t fit established motorcycle categories. not eligible for any major international series. It’s not priced to sales from any rivals.

it’s been specifically to make the Panigale DNA more We just finished riding the on Italy’s Imola Circuit in the rain and this is the first you’ll see anywhere online.


“We wanted a bike that will be able to wring the out of in the canyons,” the 899 Panigale’s project Paul Ventura, told us morning. Before joining he lived in Southern California, so is with realistic sport conditions on the road. It’s that the 899 is designed to work as well as it will on the track, more riders to access the magic, more of the time.

of starting with the old 848 Evo and working up, instead started with its flagship and worked on making it agile, more broadly less costly and easier to

Its “Superquadro” V-twin shares the crankcases as the Ducati 1199 but here is fitted with 100 x mm cylinders. Less “over dimensions make the 848 cc motor’s more accessible, despite its capacity.

The 148 bhp, 72 lb.-ft. is still revvier than a V-twin, but its curves remain a fatter and lower in the revs the larger version’s. Power off as revs approach the 12,000 rpm

As on the 1199, the motor remains a element of the chassis. A cast front subframe connects the to the front cylinder, doubling as an Out back, the rear subframe is now a tubular steel arrangement, but connects to the rear cylinder in the manner.

Plastic covers the lower cost subframe, the look of the 1199’s cast affair.

That leaves the swingarm to be the largest visual between 899 and 1199. Ducati us it’s there to help costs down. Other are found in the form of aluminum, than magnesium engine a monotone LCD display instead of the TFT unit and more affordable BPF forks and a Sachs monoshock.

of that sacrifices much in the of cost-cutting though, the swingarm very light and very the engine covers are light and the display is comprehensive and includes all the riding mode functionality and adjustable suspension front and

The 899 is fitted with the same rider aids as the 1199: Control, ABS, Engine Control and Quick Shift. All is completely user programmable the dash and all the aid can be switched totally

Despite all the less fancy this isn’t simply a 1199. It actually gains over the larger bike to a 11 mm shorter wheelbase, half a steeper front suspension and a 180/60-17 rear tire.

Nor you be disappointed that the 899 doesn’t any huge numbers over the At 372.5 lbs (dry) it may only 11 lbs and gain 8 bhp, but that advantage hides the real the 899’s standard ABS adds 4.4 lbs Ducati actually shed 15 lbs) and the motor’s higher enable Ducati to fit lower without sacrificing top speed. to a 44 tooth rear sprocket the 848’s 39 tooth item, at the rear wheel increases by 20 percent.

Italy’s Imola is one of the most historically important tracks in the world. It’s Ayrton Senna was … and is just 60 kilometers from factory in Bologna. Its short and tight, technical corners also be perfectly suited to a that maximizes agility, weight and accessible power.

it’s also subject to Italy’s unpredictable autumn it’s been raining here since we arrived on The rain was so bad today that called it quits after three track sessions. Superbike Champion, Carl who was flown in to make us feel bad our riding abilities on the track, chose to intimidate us from the dry of the pit garage.

While the 899 is fitted with excellent Diablo Rosso road tires, its lack of away from the center and its oriented side compound same as the SC2), necessitated the of race wets today.

were aided by Ducati’s electronic rider aids. the first two sessions, full-on wet (restricting power to 100 hp and maximizing TC and ABS minimizing engine braking) me upright as I learned the track. MCN’s Adam Child me find a custom setup suited to the conditions — full just tamed by maximum control and ABS.

It speaks to the efficacy that no journalists down at any point today, with experience levels from former professional down to road riders. the pros were leaning on ABS and TC to things safe and predictable.

helping was the 899’s power In contrast to the larger bike’s violent nature, the 848cc is smooth, predictable and linear. It revs very quickly, with urgency rather exploding in your face the 1199.

It retains much of the of the larger motor, drives out of corners through its mid-range most importantly, sounds as good as the larger bike.

performance is complimented by the suspension, is more compliant than the with excellent damping Feel is excellent front and making pushing the front hard into corners and relatively early — much riding than you’d to be possible in these conditions — a straightforward thing to do.

Accessibility doesn’t mean the experience down, it means that experience easier to

What’s Good

Near looks to the 1199, both easily look 10 years of any other on sale right

The 899’s seat has been with a new shape and more without increasing its seat The suede cover is much than the 1199’s item, the shape makes it even to hang off. Comfort excellent on this short

In fact, the 899’s overall packaged (identical to the 1199) is comfortable and facilitates both transitions and good body

The electronic rider aids are as as they claim to be. I slipped off the peg one corner entry, the resulting movement causing me to grab more brake than I to be using. Without ABS, would absolutely have a crash.

Ducati 60 S
Ducati 60 S

With ABS, it was a hiccup.

Despite the lower the engine retains the big V-twin You’ll never mistake sound for anything else.

The is fast, but friendly. It’s to find full throttle, but to want any more. As the capacity suggest, its curves feel fuller than a 600, but get as violent as the 1199’s.

What’s Bad

Even now, still fits the world’s slippery foot pegs to its near perfect motorcycles. In rain, they were treacherous. Every single complained of slipping off of them and so was probably as close to crashing as came.

Some of the cost from 1199 to 899 is too strongly in evidence. While the swingarm quite as bad in real life as it looked to be in the press photos, components like the rear caliper mounts, the rear and the non-adjustable steering damper feel cheap.

The menus in dash remain obtuse and are to understand and use. Poaching a UX from Apple (or borrowing from parent company should be an immediate priority.


This is where the 899 runs trouble. While it may be $3,000 than the base Ducati Panigale, at $14,995 ($15,295 in it’s $1,000 more than the 999cc Aprilia R. And that SBK Championship-winning liter arguably wears a more badge.

It’s also more than the 2013 Daytona 675 R. which wears Ohlins suspension and much equipment than the Showa/Sachs employed here by Ducati.

Neither of those bikes the same “little brother” that the 899 likely will. or not.

The Verdict

All the design, and character of the 1199 in a package more agile, smoother and easier to ride. On the 899, spend more time the ride and less time out of your mind. To us, that it a superior package whether on the track (even a wet one) or on the where the 899 should be genuinely and exploitable, two words you’d apply to its big brother.

When I off the 1199 R after riding it at in ideal conditions, I felt to be alive. Today, after a wet Imola Circuit, I feel a hero. That’s what the 899 give you, too.

Rating . 9/10

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