The presentation of the Ducati 1199 Panigale and its on-board technology had the effect of a bomb. And to drive the point home, the manufacturer also unveils an S version and, as for the 1098 in 2007, a Tricolor edition. You guessed it, she has three colors on her dress, and they are logically the colors of Italy.
Under its colors, this edition of the 1199 is an S version with, as standard, a double titanium escapement and all the electronic assistance available:
– Sports abs : a latest generation anti-blocking device, the Bosch 9ME. To leave full braking control to the pilot, it can be disconnected. On the other hand, in order not to be confused by a tricky track and the monstrous 330mm discs gniaké by the latest Brembo M50 monobloc calipers, ABS can operate on both wheels or only the front wheel. It depends on the modes: in Race, the ABS only manages the front. Intervention on the rear is done discreetly in Sport mode, and more frankly in Rain mode.
– DDA + : the data acquisition system is evolving with this version +. An integrated GPS chip allows you to measure your performance on the track.
– DRM : it allows you to choose your injection map: 1 / full power with a muscular arrival of power, 2 / full power still but a more progressive distribution of horsepower, and 3 / a rain mode which tops out at 120 horsepower. Each mode also plays on the more or less marked intervention of the other electronic crutches. And if that’s not enough for you, there is a mode allowing you to adjust everything to your own liking.
– DQS : a shifter to switch gears in a flash
– EBC : a configurable engine brake management system
– DTC : traction control adjustable to 8 positions
We also find the refinements of the S: Lightened Marchesini forged rims, with a new design in 3 triple branches, carbon for the front fender and the aero kit (two scoops which widen the fork crown in order to increase rider protection) and electronic suspension adjustment. And the full house Öhlins please; to replace the original Marzocchi and Sachs components. As delicious as ever to look at and promising top-notch efficiency, the fork is a 43mm diameter NIX30 model. The shock absorber is a now classic but still effective TTX36. The Swedish elements are adjustable here no longer by screwdrivers but by servomotors connected to an electronic control unit. Now you can adjust your suspensions with a flick of the handlebars.
With 195 horsepower in a crazy twin and an exceptional chassis, the Panigale already promises to twist a lot of stopwatch hands. The S version is distinguished above all by its suspensions, and this electronic armored tricolor takes you into another universe. On the other hand, do not equip it with a complete carbon fairing, it’s a bit mean, especially since the price exceeds the limits of politeness.
PANIGALE…. Yesterday, a name only known to the inhabitants of Bologna. It will now be one of the most feared appellations in the paddocks. Underneath these few letters is one of the most exceptional machines that Italy, and perhaps even motorcycle history, is created. To renew its sporting spearhead, Ducati started from scratch, innovated in all directions, and when the competition reached a milestone with each new generation, the reds have crossed an ocean. The terror of the circuits is no longer a motorcycle, it is a monster of technology: the Ducati 1199 Panigale.
A new identity
It only takes one apparition to believe in the impossible; this would almost be the case for this 1199. How can you imagine that a single motorcycle could contain enough shock to give the whole planet a boost!?! And yet…. It all starts with its name. It is indeed the first time that a sportswoman from Bologna has had a name. In this case, that of the district where the factory premises are located.
Technically, she is so different from previous generations that it needed a stylistic breakthrough to clearly assert herself. No question of remaining under the thumb of the 1198, yet so successful. The 1199 therefore dares with impertinent audacity to break free from the traditional pots under the saddle. SCANDAL!! Some will say. This appendage, attached under the rider’s buttocks, has been THE Ducati leg since the 916. However, moving the exhaust under the engine helps refocus the masses and increase agility.
Behind its muzzle with slight accents of that of a Multistrada, the 1199 is adorned with a more voracious silhouette, a more powerful bow, imposing sides ripped open with a vein of ventilation, a truncated rear RSV4 style , and for our greatest happiness, a superb and unavoidable single-sided arm. The stern ends with two LED lights, the design of which is inspired by the exhausts of the 1198. When it comes to its gaze, also with LEDs, its threat is matched only by the gaping orïare forced air intake. As if the engine is asking for more air than there is in front of it.
The Superquadro twin: a monster!
Ducati wanted a new generation engine capable of taking the 1199 Panigale into the stratosphere. The engineers therefore designed a new block with impressive characteristics. Nothing but the announced power is scary. From this twin comes 195 horsepower ….
195 horses !!! Figures like this on a twin can only be seen in World Superbike. To get to this madness potato, no secrets: you have to take turns. The 1199 obtains its maximum power 1000 revs later than the 1198. To make the rotation speeds bearable (12000 revs maximum), the Superquadro displays very super-square dimensions, so much that it becomes insane. We have reached 112 mm of bore for a reduced stroke of 60.8 mm. When you think that the 1198 already impressed with its 106 x 67.9…
More bore means more room to fit bigger valves. Compared to the 1198 engine, those of the intake go from 43.5 to 46.8 mm and those of the exhaust from 34.5 to 38.5 mm. In order to combine strength and lightness, they are not made of steel but of titanium, as on the R models.
On the distribution side, it also sounds like a half-revolution. The desmodromic system is obviously retained (otherwise, it would not be a Ducati) but its training is now done by a mixed chain-sprocket system. Gone are the belts so iconic since the Pantahs of the 80s. In addition, the desmo now uses new rockers treated with carbon polymer to reduce wear and friction.
This twin is much more than the propellant of this machine. Because it must also assume an almost integral carrier function (we will see that later). Engineers first placed it 6 ° further back than the 1198, thus wedging it 21 ° horizontal. It is also fixed 32mm further forward in the frame, thereby increasing the weight on the front (52/48 split). Now that it’s adjusted, you have to make it strong and resilient to death. The housings are manufactured using the Vacural process, increasing rigidity while saving weight. In the cylinders, the liners are directly treated with Nickasil while the crankshaft now rests on bearings and no longer on bearings, a solution introduced on the Desmosedici RR. When you turn it on, all you will hear is the barking while a scrap will be missing in the auditory landscape. Why? Because the dry clutch is gone. As on the 848, it is an oil bath mechanism which transmits the cavalry.
Diet has also been revised upwards. The oval intake ducts stretch from 63.9 to 67.5mm. Thirst will be quenched by a set of double injectors per cylinder. The throttle control is of type ‘ride-by-Wire ’, but that’s only part of the electronics that invaded the 1199.
Fighter plane electronics.
La Panigale is a flea pistarde. A hybrid terminator that thinks instead of the pilot. Oh, of course, he’s always the one turning the handle. But this is already where it all begins. The equipment gives in the over-assistance:
– first, the DRM, which allows you to choose your injection map: 1 / full power with a muscular arrival of power, 2 / full power still but a more progressive distribution of horses, and 3 / a rain mode which caps to 120 horsepower. Each mode also plays on the more or less marked intervention of the other electronic crutches. And if that’s not enough for you, there is a mode allowing you to adjust everything to your own liking.
– Then a shifter to switch gears in a flash
– the new EBS, a configurable engine brake management system
– 8-position adjustable DTC traction control
But the biggest arsenal is reserved for the S version. There are suspensions Öelectronically adjustable hlins, a 3-level ABS (option at 1000 euros on the satndard), a DDA +, of which you will find more details in the sheet on the 1199 Panigale S.
To control all this while taking advantage of the classic data of a motorcycle (speed, rpm, temperature, etc.), you need a good dashboard. And Ducati is also innovating at this level. The instrument cluster is a real computer screen, TFT type (the screen of a phone, what, but larger). The K 1600 GT is also equipped with a block of this type, but it coexists with traditional dials – that of the 1199 is full digital. It’s classy, it’s full of options, it’s colorful, it lets you create menus in all directions, and you really feel like you’re on a Star Wars ship.
The chassis? That of the new crusade.
With the 1199 Panigale, Ducati fundamentals are shaken. We have just seen that the belts, the dry clutch, the pots under his saddle have already been neglected…. but more violent than its 195 horses pushed by 13.5 mkg, more shocking than a Rossi without its 46, it is the abandonment of the trellis frame!
No more red tubes encircling the heart of a Bolognese. The 1199 will do without it, and will do without a frame either. The engine does most of the work, simply backed up by a cast aluminum hull to provide the airbox and steering column support position. The swingarm anchors directly to the crankcases, and the rear shock kinematics are striking. The rocker is attached on the left to a side plate (the one that holds the footrest) and the end of the shock absorber is anchored directly to the engine. Problem: the whole is very exposed in the event of a fall. But this is part of the host of small details that save weight, like the new lighter 500 gr rims, same gain for the monobloc brake calipers, plus a lightened rear buckle, the use of magnesium for the support head, cylinder head covers and clutch housing, a lighter tank (although accommodating 1.5 liters more) which also serves as a cover for the airbox (the 916 already used this trick). Mix it all up with a mini size unibody frame and you have a sports car with a lot of pounds less. The weight loss is staggering: 10 kg. On the scale, with 164 kg dry and 188 all wet, it is almost on par with a Triumph 675 Daytona. No Japanese hypersport comes close to him on this ground. Even the fork is excessive. Like some MV-Agusta, the steering tubes are an extravagant diameter: 50mm. You will only find 43 everywhere else.
A sportswoman designed by and for competition
Did all this technique give you a headache? So, I will summarize in simplicity: a brand new twin with load-carrying function of 195 hp and 13.5 mkg, no more trellis frame but an aluminum monocoque structure vaguely related to that of the Kawasaki ZX-12R and ZZR 1400, a TFT dashboard, electronic assistance on all floors, heightened sportiness…. The Ducati 1199 Panigale tries even more than others to break down the line between track machines and that available at the dealership. It announces a staggering weight / power ratio and its technology is such that it announces an almost similar upheaval when certain sports cars appeared; the R1 in 1998, the CBR 900 in 1992, or the 750 GSX-R in 1985. It even has enough assets to hit the world even harder than the 916. If Ducati pushed a little vice with a special series endowed a carbon freestanding saddle, a good exhaust line, a carbon fairing and forged magnesium rims, we would have on hand a twin-cylinder Superbike slamming more than 200 horsepower for 180 kg all full facts. A dream? No, the next step.
What you must remember
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1199 Panigale S Tricolore 2012
Model marketed in
about 300 km / h
The technical aspect
Ducati 1199 Panigale S Tricolore 2013
- Tank: 17 liters
- Dry weight: 166 kg
- Operating weight: 190.5 kg
- Train before
- Secondary chain transmission
- Rear axle
(112 x 60.8 mm)
at 10,750 rpm
at 9000 rpm