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Freshly presented at the IAA: the new Ducati 899 Panigale.

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The Ducati 899 Panigale is supposed to do the balancing act between racetrack performance …

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In race track mode, the Ducati 899 Panigale‘s anti-lock braking system only acts on the front wheel to allow braking drifts.

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The double swing arm of the Ducati 899 Panigale is made of light metal. An adjustable Sachs shock absorber takes care of the suspension and damping.

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Another special feature that the Ducati 899 Panigale shares with the 1199: The V2 engine is integrated into the monocoque chassis with a supporting function.

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For maximum braking stability, the new Ducati 899 Panigale can electronically reduce the front brake pressure as soon as the rear wheel threatens to lose or has lost contact with the ground.

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The Ducati 899 Panigale has a disengageable anti-lock braking system as standard. This is joined by electronics that measure the lifting of the rear wheel when braking.

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… , and both the Ducati 899 Panigale and the 1199 carry the progressively hinged shock absorber on the side.

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However, the similarities between the Ducati 899 Panigale and the 1199 are more numerous than the differences: the chassis of both models is monocoque, …

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The most obvious difference between the Ducati 899 Panigale and its big sister 1199 is the two-arm swing arm.

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… and master country road qualities. The Ducati 899 Panigale will soon be available from dealers for 15,490 euros.

Presentation of the Ducati 899 Panigale

New super sports car from Bologna

Content of

Ducati 899 Panigale is the name of the new super sports car from Bologna. The Italians presented the little sister of the 1199 Panigale at the IAA 2013 in Frankfurt.

With "revolutionary technology" and "Superquadro engine with 148 hp" announces its new super sports bike, the Ducati D.ucati 899 Panigale. Incredible lightness, never-before-known maneuverability and unmistakable design should characterize the new young stallion in the northern Italian stable.

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Presentation of the Ducati 899 Panigale
New super sports car from Bologna

899 Panigale on board as standard. All of this should be available from Ducati dealers next year in white or red at a price of 15,490 euros plus ancillary costs.

The chassis of the Ducati 899 Panigale

For the chassis, the Ducati 899 Panigale relies on the full-shell construction, with which several components can be integrated in order to form a compact, as light as possible element and at the same time allow the driver a more comfortable seating position.

The V2 engine of the Ducati 899 Panigale is integrated into the frame structure; the frame is attached directly to the cylinder head. At the front of the frame there are two aluminum bushings into which the steering tube bearings are inserted.

In addition, the shell fuselage of the Ducati 899 Panigale also acts as an airbox: It houses the air filter, throttle body and the complete fuel circuit with injection nozzles. It also gives the lower part of the steel tank (1.9% lighter compared to the previous generation superbikes) a cover after it has been installed.

The chassis of the Ducati 899 Panigale

As with the 1199 Panigale, the fork legs of the 899 Panigale are arranged with an increased distance between the hubs. This allows the brake disks to have a larger cross section, which in turn is conducive to their cooling. The Ducati 899 Panigale uses a 43mm Showa Big Piston Fork at the front, which allows cushioning under lower pressure conditions compared to a conventional fork. This should create an optimal front wheel feel in order to ensure maximum cornering precision and minimize brake nodding.

The rear suspension consists of a fully adjustable, side-mounted Sachs shock absorber for easier adjustment. A lever mechanism steers the strut of the Ducati 899 Panigale progressively to ensure the best possible reaction of the rear suspension on the road and in the racing area.

The brakes of the Ducati 899 Panigale

Tea Ducati 899 Panigale is equipped with powerful, but – according to the manufacturer, not overpowering Brembo Monobloc M4.32 front brakes. This is standard with the latest generation of Bosch 9MP ABS, which should allow the shortest possible braking distances even on wet and dirty roads. At the same time, Ducati promises, you regulate the lifting of the rear wheel to ensure maximum braking stability.

The system is specially designed for a sporty driving style and offers three intervention levels, each of which is assigned to a driving mode. In racing mode, the system only acts on the front wheel to allow improved racing braking techniques on the racetrack.

Technical data of the Ducati 899 Panigale

drive
Liquid-cooled V2 DOHC four-stroke engine, 4 desmodromic valves per cylinder, regulated catalytic converter (Euro 3)
Displacement: 898 cm³
Bore x stroke: 100 mm x 57.2 mm
Compression: 12.5: 1
Rated output: 109 kW (148 hp) at 10,750 rpm
Max. Torque: 99 Nm at 9000 rpm
Tank capacity 17 liters
Hydraulically operated multi-plate oil bath clutch, 6 gears, quickshifter, 520 chain (15:44)

Dimensions
Wheelbase: 1426 mm
Steering head angle: 66 °
Trail: 96 mm
Seat height: 830 mm
Ready to drive weight: 193 kg

landing gear
Fully adjustable 43mm upside-down front fork
Aluminum double swing arm with adjustable Sachs rear shock
Suspension travel front / rear: 120/130 mm
Wheels Tires: 120/70 ZR 17 Pirelli Diablo Rosso Corsa on 10-spoke light alloy cast wheel (3.50 x 17) front, 180/60 ZR 17 Pirelli Diablo Rosso Corsa on 10-spoke light alloy cast wheel (5.50 x 17) rear
Brakes: 320 mm double disc brake with radially mounted Brembo four-piston fixed caliper at the front, 245 mm single-disc brake with two-piston caliper at the rear, ABS that can be switched off

You can read many more details and background information on the Ducati 899 Panigale in MOTORRAD 20/2013, which will be released on September 13th.


Surprising remodeling


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In race track mode, the Ducati 899 Panigale‘s anti-lock braking system only acts on the front wheel to allow braking drifts.

For many Ducati fans, the 848 was better to drive than the snappy 1198, but now history could repeat itself: The energetic Italians around the new Ducati boss Claudio Domenicali are not only offering the flagship 1199 Panigale, but also a smaller version, the 899 Panigale, in the dealers’ showrooms. Visually, the little one differs only insignificantly from the larger and significantly more expensive sister. The most obvious difference: Instead of the technically complex and expensive to manufacture single-sided swing arm, the Baby Panigale rear wheel is guided by a two-sided swing arm. This in no way seems out of place, but fits in perfectly with the overall design of the still fascinatingly designed super sports machine.

Almost invisible from the outside because it is hidden behind cladding and housings: the engine internals have been completely redesigned and adapted to the lower performance requirements. Instead of the thick 112 pistons, classic 100s whiz up and down the cylinders. And that only for a distance of 57.2 millimeters. This means that Ducati remains true to the ultra-short-stroke principle. After all, almost 42 millimeter large intake valves take care of plenty of fresh gas, which flows through oval and incredibly large throttle valves. If these were made as a circle, they would have a diameter of 62 millimeters. So the 899 V2 was given new pistons, cylinders, heads and valves, quite a modification, which of course also required a fundamentally newly developed mapping. The 900 should achieve a whopping 148 hp at 10,750 rpm, which is quite a lot.

One remembers, for example, the older Honda Fireblades, which with 900 cm3 never achieved over 130 hp despite four cylinders, or the first Yamaha R1, which with its 150 hp 1000 cc four-cylinder and a brutal performance curve some pilots at the end of the last millennium promoted to botany. But what was considered brutal 15 years ago is supposed to be gentle and “midsize” today" his. One thing is clear: almost 150 hp are enough for most, and if the Ducati press release is true, they can enjoy an ultra-soft power delivery. After all, the smaller Desmo-V2 should also develop almost 100 Nm of torque, which is a considerable yield for a free-suction engine.

The 899 is hardly any lighter than its big sister. With a full tank of fuel and ABS, Ducati reports 193 kilograms, at least ten kilograms less than the aforementioned R1, which at the time also had no ABS on board. When it comes to electronics, the Italians hardly compromise: ABS, ride-by-wire, traction control, braking torque control, quickshifter and three driving modes will support the 899 pilot when accelerating and braking. In terms of the chassis, you can look forward to a handling-optimized set-up. The rear wheel, for example, is equipped with a 180 tire, which certainly rolls around bends much more neutrally than the much-criticized 200 of its big sister. The Sachs shock absorber and Showa fork are well-known high-performance components, as are the great 320 Brembo brakes in the front wheel.

Little is saved on the other equipment. Exception: The great colored dashboard of the big ones will probably give way to a black and white display in order to enable the targeted price. Because at around 15,500 euros, the technically hardly less complex 899 should be sold much cheaper than the thick 1200. Many will choose the 899 in classic Italian red, a white version is also available.

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