Ducati Panigale 1299


Beauty is the beast

Ducati’s new flagship is a phenomenal machine. Sleek, overpowered, overflowing with torque and fitted with the latest electronics, it is undoubtedly the most sensational machine of the moment. As long as you know how to tame it…

Ah the little phrases … If a guy wearing a Ducati t-shirt says to you: "The Panigale 1299 is the best twin-cylinder Superbike ever built!" », You will tell yourself (rightly) that he is only repeating the pretty speech concocted by the Marketing and Communication department of the Bologna firm.

Ducati Panigale 1299S logo

But when it’s Claudio Domenicali, Ducati’s supreme boss since 2013, who smiles this little phrase during his introductory speech to the international press, we are already more inclined to believe it … The man knows What he is talking about since, in addition to his training as an engineer, he successively managed the brand’s racing department (1999), the Research and Development branch (2005) and then the Product Development activity (2009). The message is all the stronger as Domenicali recognizes without language of wood that the previous generation of Panigale – the 1199 – was not free from faults, with in particular an engine suffering from a chronic lack of torque at mid-speed for a twin with such a large displacement.

With this 1299, which arrives very early in a classic development cycle, Domenicali wants to send a strong message: the takeover by Audi and the Volkswagen group will "neither transform Ducati into a generalist manufacturer, nor dilute the brand’s philosophy. ". On the contrary, the arrival of “fresh” capital is used here to “develop and produce the best machines in their segment” !

Ducati Panigale 1299S garage


On the Ducati technical side, the evolution from 1199 to 1299 was articulated around 5 key points: lightness, power, technology, design and performance. On the chassis side, we therefore find an aluminum monocoque structure which attaches to a V2 Superquadro contributing to the rigidity of the whole. The front part, which still acts as an air box, has seen its caster angle go from 24.5 ° to 24 ° while the caster is reduced from 100 to 96 mm. At the rear, the swingarm anchor point is lowered by 4 mm. The wheelbase is given for 1.437 mm with a weight distribution of 52% on the front. On the scale, Ducati announces a slight increase in dry weight with 166.5 kg (+ 2.5 kg) and 179.5 kg without gasoline. The R version, not available during our presentation, should weigh only 173 kg !

Ducati Panigale 1299


To counterbalance this slight overweight, the V2 has seen its capacity revised upwards. With a bore increasing from 112 to 116 mm and an identical stroke of 60.8 mm, the Superquadro (for supercar) now cubs 1,285 cm3 with a compression ratio increased to 12.6: 1. The admission does not change, we therefore find oval ducts with an unchanged “diameter” surmounted by butterflies controlled by a ride by wire as well as two injectors per duct. The first, located under the throttle operates permanently while the second, housed above, is only used at full load and high in the towers. In the end, the output climbs from 195 to 205 horsepower, all obtained at a speed of 10,500 rpm. However, Ducati denies having wanted to increase the power, the priority in the engine development having been given to the couple, this one passing from 13.5 to 14.5 mkg. Beyond the gain in absolute value, the practical range of use has been considerably widened with a torque increase of more than 15% between 5 and 8,000 rpm.

Ducati Panigale 1299 engine


The 1299 Panigale is entitled to the cream of the crop when it comes to electronics. Most of the systems are coupled with a new Inertial Measurement Unit (IMU) 9.1 from Bosch which continuously analyzes the acceleration and movements applied to the machine on three axes (vertical, longitudinal and transverse). More efficient and lighter by a kilo, this IMU has thus made it possible to introduce a new function: Cornering ABS capable of managing the braking power according to the angle taken by the machine. The IMU also allows finer management of wheeling control (DWC, Ducati Wheeling Control). As for the S versions of the Panigale, fitted with Ohlins piloted suspensions, this IMU makes it possible to harmonize the hydraulic control between the fork and the rear shock absorber during the various piloting phases (acceleration, braking, net gas on the angle, etc) while offering as before 5 different calibrations at the front and at the rear. As a cherry, we can also play on the hardness of the steering damper.

Another novelty, the DQS (Ducati Quick Shifter) now works up and down gears without the aid of the clutch, giving itself the little gas that goes well (thank you the ride by wire) when downshifting so as not to destabilize the machine. Let’s not forget the other driving aids inherited from the 1199, also improved, such as the DTC (Ducati Traction Control) adjustable on 8 levels or disconnectable, or the EBC (Engine Brake Control) capable of modulating the amount of engine braking. (3 positions). To limit migraines, everyone is paired with Ducati Riding Modes. The rider therefore has a choice of Wet, Sport and Race, each pre-defining specific settings for DTC, DWC, EBC and ABS. You always follow ?

Without going into details, let’s just add that in Race, the Cornering ABS function is deactivated – as well as the ABS at the rear – and that the power is limited to 120 horsepower in Rain mode. It is possible to switch from one mode to the other while driving but to validate the selection, it is imperative not to touch either the accelerator or the brakes, both being controlled by the IMU control unit … can of course put each mode to its sauce by independently modifying each parameter in a sub-menu displayed on the TFT dashboard via an interface a bit obscure for a neophyte. Needless to say, the complexity of the exercise requires being at a standstill. People in a hurry, trackers and lazy can fall back on the S version. It has two additional buttons (+ and -) on the left stalk to modify the DTC, the DWC or the EBC while driving..

Left side Ducati Panigale 1299


All 1299s, from “normal” to R, are entitled to Brembo M50 4-piston radial calipers. One-piece type, they are both lighter and more compact than traditional models. They are mated to two 330 mm diameter discs at the front. At the rear, it’s not bad either with a 2-piston caliper and a large 245mm disc. Everything is under the supervision of a Bosch 9.1 central controlling the latest generation of ABS integrating the new Cornering ABS function (deactivated in Race mode), managing the power according to the angle taken by the machine.

Front brake of the Ducati Panigale 1299


Already mentioned above, the dashboard’s HD screen is made from TFT (Thin Film Transistor, ultra-flat version of the LCD), a technology used on some computers, smartphones and tablets. In addition to the fact that its brightness adapts to the ambient light, the color of the interface can be configured as desired. The upper part shows the time as well as the engine speed. On each side, a bar integrates the usual warning lights (indicators, reserve, oil level, etc.). The lower part displays the driving mode chosen as well as the setting of each assistance. In the center, the gear engaged, the speed and in two specific windows are displayed the countless classic information from an on-board computer, from the partial trip to the average speed through the instantaneous consumption. In Race mode, it is even possible to view the angle degrees (with storage of the maximum angle) as well as the lap time! For professionals and track day enthusiasts, Ducati sells an optional data acquisition system coupled with a GPS. This device makes it possible to memorize a virtual zone acting as a start / finish line, automatically triggering a lap-by-lap stopwatch as well as the recording of data managed by the IMU, all of which is then stored in a USB key housed under the saddle then viewable on a PC. Ah! I was going to forget … A chip (and probably a few sensors) is able to detect whether the size of the tires (slick?) Or the final gear ratio in order to automatically correct the data processed by the IMU and displayed on the dashboard. Phew…

Dashboard Ducati Panigale 1299

The rest…

History to differentiate the Panigale 1299 from the 1199, Ducati has cracked small aesthetic alterations. The rear shell has been refined and the look is adorned with LED lighting on the S version. We must also mention a specific pneumatic fit, Pirelli Diablo Supercorsa SP in 120/70 at the front and 200/55 at the back. As part of our test, carried out on the Portuguese track in Portimao, we were treated to an even more efficient ride, the SC2s, which are more like recut slicks although they are approved for road use..

Rear view Ducati Panigale 1299

In the saddle

The driving position is less drastic than it looks. Admittedly, we are tilted more forward than with a BMW S1000 RR and the footrests are further back, but this should not make it unliveable in the context of road use. The tank is extremely thin at the level of the crotch which allows my meter seventy to almost put both feet flat despite a saddle height of 830 mm. The stems are easily adjustable thanks to micrometric screws and the consistency of the clutch is surprisingly flexible given the torque it has to absorb. The mirrors even have the good taste of reflecting what is going on behind the pilot over most of their surface. As with all replica superbikes, the practicalities are not plentiful and operating the sidestand requires some twisting of the left ankle. No, the only irritating detail comes from the footrests, whose protruding tip of the side protection plates has proved incompatible with several models of racing boots, sometimes blocking the movement of the foot by getting caught in a seam or a bulge….

Double optics Ducati Panigale 1299

On track

Without going so far as to say that the handling of this Panigale 1299 is disconcertingly easy, the first turns of the wheel – in Sport mode – quickly build confidence. It is also not worse since the Portimao track is not easy. A kind of cross between Lédenon for its vertiginous drop in height and its blind turns and Dijon for the overall speed and the big curves, it is not easily tamed. Fortunately, the 1299 is on the alert.

Double optics Ducati Panigale 1299

You change gears without worrying about the clutch, Brembo braking exudes delirious power and divine feeling and ABS Cornering offers the assurance of never “crossing your skis” when entering a turn. On the way out, the anti-skating and anti-wheeling duo will manage everything for you. Better, one can be mistaken of one, even two reports while entering a turn as the twin Superquadro has the resource. This is also the most glaring difference with the 1199 which could remain stuck at the exit of the curve if we had not selected the right gear. In short, everything is easy … as long as you stay below the 8,500 rpm mark.

Ducati Panigale 1299S on track

Beyond this threshold, the thrust is so strong that we hesitate to keep the full load … and there are a little more than 2000 turns before the breaker! The following sessions, in Race mode and more permissive driving aids, then show the true face of the 1299. Easy when winding, it becomes bestial as soon as you want to ride at a high pace. Already, ergonomics require a specific user manual. The insufficient grip of the saddle and the narrowness of the reservoir make braking phases almost problematic. Without much to tighten with the legs, we must systematically shift in a kind of pre-swaying so as not to be subjected to the full force of the braking on the forearms. If there is nothing disturbing in the tight turns (it is even recommended in flight school), it becomes more complicated when you reach almost 300 km / h at the end of the line … Fortunately, there is a way. to improve things (a little) with the Alcantara saddle from the Ducati Corse catalog. Now let’s talk about the acceleration phases. If you are 6 feet tall you will be fine. For the little ones, you will need a “Dany Pedrosa” saddle wedge to prevent you from pulling on the handlebars during strong acceleration. Since the Panigale is capable of wheeling even in sixth gear, this is a case that happens more often than you might think. Fortunately, the footrests are far enough back to counteract the phenomenal thrust of the twin with his legs, but for my part, the price to pay was a start of cramps after 15 minutes of driving. In short, it’s brutal.

Rear light Ducati Panigale 1299

Not enough to question the effectiveness of this 1299, quite the contrary. It is enough to take a wind by the pilot of development, a blow in sliding of the two wheels, again the elbow on the ground, to understand that this machine is a weapon when one has the level. For an average pilot who does not practice the track in an assiduous manner (me, therefore), taking the 1299 requires concentration, application and a physical commitment at all times..

Rear light Ducati Panigale 1299

By lowering the pace a little and rolling "with your hand", you benefit from a demonic precision front end and an incredibly agile chassis in tight bends. And in large curves, the electronics play their role perfectly and in complete transparency. By flirting a few times with the limit, we discern out of the corner of our eye a flashing on the dashboard signifying that one of the systems is working for you. The electronic fairy also gently calms the game in case of excess optimism with the throttle grip. Which happens quite often at the end of the day. During my final session, I got used to the surge of power and torque a bit while being surprised to see the front wheel rear up in the straight line just after having engaged in sixth gear. !

Rear light Ducati Panigale 1299

And the feeling that shines through is that, unlike its direct competitors, the Panigale 1299 is above all a racing bike whose behavior would have been slightly watered down. Its philosophy is diametrically opposed to the Total Control dear to Honda. To the ease of driving a CBR 1000 RR, it opposes a machine that needs to be tamed, or even tamed. A bestial engine in an ultra-rigid and demanding chassis, such is the mix offered by the Panigale 1299 to those who want to exploit its full potential. Here, the electronic aids are there to help the rider stay on his wheels rather than helping him go faster than he could. In return, the sensations it exudes are second to none..

Rear light Ducati Panigale 1299


By becoming 1299, the Panigale wins on all fronts. The improvements made to the chassis are significant and its new V2 is now as brimming with torque as it is power. As for driving aids, it is quite simply the best available today. So what to blame him? Nothing on paper … except perhaps a price as always elitist: a standard version is negotiated at 20,990 € and the price rises to 25,990 € in version S with its piloted suspensions. Afterwards, you have to deal with the hardened steel character of the beautiful and its fabulous V2. At first easy, it will require a solid level of piloting to get the most out of it. You have been warned…

Strong points

  • Racing motorbike
  • Fatal Beauty
  • Bewitching engine
  • Overall efficiency
  • Embedded technology

Weak points

  • Racing motorbike
  • Beginners refrain
  • Ergonomics to refine

The technical sheet of the Ducat Panigale 1299

The assayer’s equipment:

  • Shark Race-R Pro Helmet
  • Furygan Dark Apex Jumpsuit
  • Furygan Fit-R Gloves
  • Forma Mirage Boots

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3 thoughts on “Ducati Panigale 1299

  1. Menus

    Further investigation

    Further investigation: The Pirelli Diablo Rosso III

    Its predecessors already had a very good reputation in this field, but you are never better served than by yourself and we wanted to cross swords with this amazing Diablo Rosso III on a dry track.. Surprising in more ways than one, because if you know the Italian manufacturer’s ability to produce excellent track tires, you could be more reserved in difficult grip conditions. Yes but, that was "before". It is clear that for several years now, the brand has made giant strides in this area, focusing fully on nanotechnologies. And the results are so astounding that one could wonder if the progress on cold and wet track had not been obtained at the expense of the behavior in hot ….

    isometric view

    From water to water !

    Never happy with those necks….…. journalists! They complain about having water at the presentation and they keep asking for it. Except this was for drinking. Liters and liters of fleets, to sweat in wetsuits and under helmets. When it comes to testing the tire in the hot and dry, it couldn’t be better. It was therefore on the magnificent Le Mans track that we were able to test a set of tires during a run with "firts-on-track" (a big thank you to them!). Mounted on a Kawasaki ZX-6R 636, the DRIII benefited from electric blankets during these two days, when the air temperature was around 33 °. We do not know the temperature of the bitumen, but what is certain is that it was high! In addition to the confidence they give from the first laps, electric blankets have the advantage of reducing wear. Indeed, tires are like engines, it is especially in cold conditions that they wear out. By starting with hot tires, we eliminate the temperature rise phase and therefore we keep our tires longer. Think about it, electric blankets are a good investment and not a pilot thing at all. Security, trust and wallet all win. In short, we insist on this, because this also explains the excellent state of freshness of the tires after two days of driving on the track..

    red-hot, the DRIII is ready to do battle

    750 km

    Coming from the Nantes region by road, we traveled 430 km round trip, on road and motorway and 320 km on the track. More than enough to get an idea of ​​the behavior of this new hyper sport tire, in addition to our test carried out in the spring. Obviously, the oppressive heat does not pose any concern to him. We found a tire that was both lively on a curve and stable, under braking, as in a straight line. The small movements of the handlebars caused by load shedding during acceleration are never amplified. Even at high speed, entering the Dunlop curve, not easy for a purely amateur rider, it is no problem. Once on a curve, it offers great freedom to change a trajectory, when overtaking, for example. Under braking, or on the angle, the grip is enormous and to be honest, we hardly ever failed it with our 636. A modern 1000 hypersport would undoubtedly have done him more harm, but on the handlebars, the the feeling of serenity is so enormous that one has no worries about its behavior under greater load. Add to that excellent feedback and you get a flawless course for this newcomer. !

    tire after rolling

    At the time of the balance sheet

    Tested from every angle, in all latitudes, whether it is snowing (it was almost the case during the presentation!), Whether it is raining, or windy, the DRIII has never disappointed us and if it is sometimes surprised us, it’s pleasantly, especially in the wet. In the dry, it fully confirms its sporting DNA. The widening of its operating spectrum has therefore not lost any of its superb and legendary grip. This is also confirmed by the results of the relentless tests carried out by our German colleagues from “Das Motorrad” on a BMW S 1000 RR on the Aragon circuit, at a temperature of 8 ° C. The Pirelli DRIII is classified. second, in the aspiration of his blood brother the Metzeler Sportec M7 RR. A true champion, of course, we can confirm it to you !

    The Pirelli Diablo Rosso III never disappoints us

    Strong points

    • Very wide spectrum of use
    • Feedback
    • Grip in all circumstances
    • Compromise stability / maneuverability

    Weak points

    • Rubber residue from cars sticking to the front tire

    The pressures recommended on the track:

    • Av 2.1 / 2.3
    • Ar 1.7 / 1.8
    • Hot pressure in the tire in use

    Test conditions

    • Itinerary: Round trip to the Nantes region of Le Mans, small and varied roads + interurban motorways with a little town and 2 days on the track. Great sun, hot and dry asphalt
    • Motorcycle mileage: Kawasaki ZX-636 R 42,500 km
    • Problem encountered: an improperly tightened cylinder head cover which causes an oil leak and causes us to lose half a driving session.
  2. Menus

    An exclusive and uncompromising test: three fractures but not a scratch !

    Testing safety equipment is good. But in most cases, like when testing a MotoAirbag VZero Airbag, sometimes it’s hard to get to the bottom of things unless you invest in lab testing (and more).. Suddenly, when the opportunity arises to transform a test into a crash test, you have to know how to seize it. That’s professional conscience, coco.

    So, I got really hard. Not in finesse, like "it was fine, it was beautiful", at the end of a trajectory of crystalline purity just disturbed by a slight combination of circumstances. No, nothing to see: I fell like a shit, tumbling at 120 in a turn that happened at 60, discovered at the last moment when I had my nose in my road-book on a road rally. In such circumstances, there is nothing to negotiate. It doesn’t work out and that’s it.

    Glove test during a road rally special, shortly before the crash

    Yes it sucks, but so far everything was fine !

    But positivons: 4 fractures later (the elbow and three fingers, including two open fractures), it allows to make a small assessment on the equipment.

    Crash test of the Alpinestars GP Plus R gloves

    Not a scratch !

    Fractures are the shock of ending up in the ditch. So hard to blame the equipment for this. What matters is that the slipping phase before the final shock does not add to the trauma. And there, we can say that, in these real conditions, Alpinestars gloves GP Plus R did the job: they withstood a slip on dirt and small pebbles, suffering from a small tear on the palm, but the reinforcements placed by Alpinestars there did their job and what matters is that the hands have remained perfectly protected.

    The palm is torn, but the hand remains intact underneath

    Same positive comment about the junction between the ring finger and the little finger: we know that the little finger holds on fragile joints and that during a shock, the shock wave is enough to cause injuries. Hence the good idea to connect it to a more solid finger.

    Does it work ? During this accident, yes! Granted, I had the last phalanx of my right little finger fractured. But this is a simple fracture, while my other two finger fractures (right middle finger and left index finger) are open fractures due to the violence of the shock..

    The bridge between the ring finger and the little finger does the job

    Moral of the story: the little finger, in theory more fragile than the others, was noticeably less injured.

    Tight but comfortable

    Before this painful episode, the Alpinestars GP Plus R gloves had been broken in during a big track day in Dijon Prenois, during the last edition of the K Days, for six times 25 minutes. At first, despite the leather which is soft to the touch, they are a little rough when put on, and quite narrow at the wrist. It is also necessary to get used to having the little finger attached to the rest of the hand..

    Glove testing during K Days in Dijon Prenois

    However, the double velcro at the cuff allows for an adjustment to the pile over the leather suit and the tongue at the wrist is just as precise. Before hitting the track for the first session, I tell myself that riding with these gloves not broken in will require a little more extra attention (in addition to leaving with cold tires on a circuit on which I did not have ridden for 8 years!), especially in terms of braking feeling. However, good equipment is not supposed to cause you additional stress..

    The double velcro on the cuff allows a good fit over the suit

    And yet, they were immediately forgotten: the preformed curvature at the level of the fingers allows you to immediately feel at ease and after having made two laps while gradually increasing the pace to warm up the tire (and driver!), I took great pleasure riding the Kawasaki ZX-6R 636, forgetting that I had new gloves that had not been broken in.

    The GP Plus R offer good comfort, even without break-in

    In short, with their flexibility and comfort, I would have liked to be able to use them longer. But the main thing is that they did the job !

    And at nearly 190 euros (we can find them at 170 euros on sale), they are in the low average of the prices observed for this type of leather track glove..

    Strong points

    • Protection !
    • Solidarity little finger
    • Lightness and flexibility
    • Comfort
    • Feeling and precision on the controls

    Weak points

    • Not super easy to put on

    Test conditions

    • Itinerary: six sessions during K days on the Dijon Prenois circuit, plus the start of a Road Rally
    • Problem encountered: three fractures but not a scratch: job done !

    Features Alpinestars GP Plus R gloves

    • Construction based on soft goat and cow leathers
    • Ventilated palm and fork perforations to keep hands cool
    • Ergonomic stretch inserts on the palm
    • Curved finger design, to limit rider fatigue
    • Velcro wrist closure
    • Printed logos
    • Leather palm linings for better friction resistance
    • Alpinestars DFS (Dynamic Friction Shield): plastic protection on the top of the hand to protect the metacarpal bones
    • Palm reinforced with Kevlar fiber
    • Little finger reinforced with Kevlar fiber
    • Ring and ear junction to prevent the little finger from breaking during impact
  3. Menus

    8 years of heavy use and a tragic end in a ditch

    A helmet that seduces with its comfort, versatility and build quality

    Discussion between friends: "Me, helmets, I find it really expensive, I prefer to take something cheap and change every two or three years"; "well I am not rich enough not to take quality. I pick a good one and make it last. And unlike you, I don’t spend my time with mediocre stuff on my head ".

    Shoei XR 1100 crash test, after impact

    Everyone will have their own opinion, but I prefer quality, because it lasts. Moreover, without a tragic end in a ditch, this helmet could still render many services as its durability is to be praised. Obviously, this Shoei XR 1100 is no longer in the catalog of the Japanese manufacturer who offers, as integral, the RYD at the entry level, the NXR as a versatile helmet (and successor to the XR 1100) and the X-Spirit III, more typical racing. Nevertheless, such a long-term test makes it possible to identify the strong points and possible weak points of the brand….

    Autumn 2009, Portimao, Portugal

    I remember it as if it were yesterday: this helmet was worn for the first time for the launch of the sulphurous BMW S1000RR, on the Portimao circuit, in 2009. Besides its perfect fit to the shape of my skull, this first test made it possible to highlight two qualities: the efficiency of the ventilations (4 in number at the rear) allows the head to be ventilated (which quickly gets hot with a monster such as the S1000) and the stability at high speed, since we take more than 280 km / h in the long straight line of Portimao.

    Shoei XR 1100 crash test, first ride on an S1000R

    Back to the office, where, a privilege of the profession, the XR 1100 joins a beautiful collection of helmets on the shelf. However, it will come out more often than the others both for tests or also for personal runs. Because this helmet multiplies the qualities: it is quite silent, it cuts through the wind in a slight muffled rustle, without parasitic whistling. Its field of vision is very wide, which is really pleasant and safe in the city, but it is also open at the top, which allows it to be used without ulterior motive on the circuit. Even the blue tinted screen lasted the life of the helmet; it was he who was worn most often, because even at night, I rarely ride with transparent screens.

    Shoei XR 1100 test on R6

    It is also comfortable and over the years the foams have never settled down. This makes tourism use quite recommendable. If you can do tourism in Dorsoduro !

    Shoei XR 1100 test on Dorsoduro 1200

    Finally, thanks to the original pinlock, it is properly ventilated and we do not suffer from fogging. If necessary, the helmet allows the screen to be lifted by a few small millimeters and to block it in this position, in order to benefit from a small stream of air. We also note that the screen is super easy to remove. Some brands should take the seed. So, when I decide to spend the whole night on the road during the winter solstice and go have breakfast in Brittany, just to be at the point where the day will rise the latest, it’s still certain the XR 1100 that is my choice to fulfill this mission.

    Shoei XR 1100 night test

    This is the end, my friend

    In short: efficient, comfortable, straightforward, the XR 1100 goes through the years without flinching. 8 years later, nothing has changed to the point that the XR 1100 passes the fastidious technical checks of the FFM with flying colors and I therefore find myself at the start of a road rally at the end of May 2017. This is where it gets spoiled..

    Shoei XR 1100 crash test, side view

    An error in judgment (looking at the road or your road book, you have to make choices in life) and that’s the end. An honorable end, in view of the kilometers traveled, the landscapes crossed, the motorcycles discovered, but above all because it has fulfilled its mission. Admittedly, the screen flew in the shock as well as one of the vents and it will forever bear the scars of this adventure, but, like the Alpinestars GP Plus R gloves, it played its role in perfectly protecting its pilot..

    Shoei XR 1100 crash test, impact zone

    So long, XR 1100, you were my favorite, you know…

    Strong points

    • Build quality
    • Comfort
    • Silence
    • Versatility
    • Efficient ventilation
    • Easy-to-dismantle screen

    Weak points

    • A tragic end in a ditch sucks…

    Test conditions

    • Itinerary: 8 years of use, of the track, of the road, of everyday life. Tens of thousands of kilometers
    • Problem encountered: An exit from the road. End of the story

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