Motorcycle specifications Ducati899 PANIGALE 2014 Getting drunk on sport

Some machines keep the dream alive; others bring it within the reach of enthusiasts. This has been the case with Ducati Desmoquattros for many generations. The 899 Panigale completes an iconic collection. It replicates and complements the revolutionary 1199 Panigale, just as the 748 - 916, 749 - 999 and 848 - 1098 models did before it. With its racing hallmark, the 899 Panigale sings a melody like a siren, arousing a desire for the open road: a thicker seat and a shorter final drive than on the 1199. Could this be a softened pistarde? By no means. Simply a Panigale that uses the road to get to the track... Or vice versa?

From the LED eyes to the pierced bow, the illusion is (almost) perfect. An authentic track muse, an unsweetened temptress at the service of the sport, the 899 opens the doors to the Panigale. It's all there for those who don't want the big thrust of a Superbike twin, but still want plenty of watts to have fun on both road and track. Among the Panigales, the 1199 plays in the Superbike league; the 899 strives for high-definition sport. But... BUT!!! For once, the copy isn't complete. And it's even missing an element of vital stylistic importance. The single-sided arm! The 899 Panigale didn't see fit to adopt this superb element. Instead, a conventional swingarm joins the wheel to the twin's casings. A pity...

The styling loses a little, but the machine's silhouette remains just as bewitching. It's just as logical to find the aluminum monocoque concept under the dress, housing the airbox and supporting the steering column. The bulk of the chassis rests on the engine casings. Weight distribution, 52% front and 48% rear, is identical to that of the 1199. The front end, on the other hand, is starting to change. The 50 mm Marzocchi fork used on the 1199 has been replaced on the 899 by a Showa BPF with large 43 mm pistons. The Sachs rear shock absorber remains as striking to look at as ever. On these components, the customary three-way adjustment is used, with preload, compression and rebound.
And the brake discs are 10 mm smaller in diameter. As a result, there's just enough power left to stop a tank. And with style: because the 899 has taken much of its braking inspiration from the big Panigale. Big radial monobloc calipers from Brembo, M4-32 instead of M50, 9ME sport ABS and EBC engine brake control. Let me explain:

the ABS is programmable on 3 levels: the first is circuit-oriented, acting only on the front. The second, more sporty, features a rear-wheel anti-lift system. Level 3 optimizes stability to the max, with the anti-lift function. Each level is associated with a driving mode. ABS can be disconnected as an option for each driving mode via the dashboard.
The EBC also acts on 3 levels and is also associated with each driving mode. It acts on the electronic throttle to reverse torque and optimize stability under heavy braking.

Is it really that much of a push to use electronics? Much more than an ordinary sport twin. Here, we're verging on Superbike. The "little" Superquadro spits fire through its pistons. With dimensions of 100 mm x 57.2 mm, the engine is clearly all about power. Since the 1199 block, the bore has been reduced by 12 mm and the stroke by 3.6 mm. The maximum torque of 10.1 mkg, only slightly greater than that of the 848, is obtained 750 rpm lower, at 9,000 rpm.
And how much horsepower does this super desmo produce? No less than 148. Quite a performance for a twin on the border of 900 cc. That's quite simply the power of the R1 when it came out... which had 2 cylinders and 100 cc more.
Technically, this block incorporates all the technology of the big 1199 cc Superquadro. Like the Vacural crankcase process, the ovalized injection bodies, the secondary air intake, the chain-driven desmo valve train, and the same gearbox.

As we have already seen, the clever chips assist braking. But that's not the only area in which they are being used. For some time now, Ducatis have been masters of high tech, Panigale first and foremost. The little one will thus be entitled to the multitude of co-pilots developed by Ducat'. We've listed engine braking control, 3-mode ABS, ride-by-wire throttle... What else is taxed on the 1199 Panigale?
Ah yes, the riding modes. There are 3 of them: engine mapping, ABS, traction control and engine braking. Let's take a look at the level of intervention:

Race" mode: delivers 148 hp to the rider, as well as direct throttle response, reduced traction control intervention, "race"-oriented engine braking and front-only ABS with reduced rear-wheel anti-lift.

Sport" mode: full power is also available, but delivered with
soft throttle opening, greater traction control intervention, greater engine braking control and ABS with increased rear wheel anti-lift.

Rain mode: power drops to 110hp, delivered smoothly by the electronic throttle (RbW), increased traction control (DTC) intervention, appropriate engine braking control and full ABS action for low-grip conditions.
A small shifter completes the package, gaining a few crumbs of performance and calming the left hand in full acceleration. Optional DDA+ data analysis module with GPS. And any biker who has come close to the 1199 Panigale can't help but marvel at this exceptional dashboard, a veritable tablet bribed to the competition. So, we're going to find the same tab on the 899...
Well, no, the 899 Panigale has a brand-new dashboard in store for us. It's an LCD bargraph model like the late 1198 and 848. Did Ducati really need to make savings in this area?

Hence this chapter, which both relieves and bruises. By removing a little nobility and reducing its displacement, Ducati is bringing forward a Panigale that goes from over 19,000 euros in its 1199 opus to less than 16,000 euros in this 899 version. That's also 1,000 euros more than the 848, which has been consigned to the closet. The 748 and 749 exuded SuperSport; the 848 opened up the Superbike dream; the 899 Panigale takes it to the road.

M.B - Manufacturer's photos