All Duels – Duel Ducati 899 Panigale Vs Kawasaki ZX-6R 636: off to the track! – MNC opposes the 899 Panigale to the ZX-6R 636

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Duel Ducati 899 Panigale Vs Kawasaki ZX-6R 636: off to the track !

All Duels - Duel Ducati 899 Panigale Vs Kawasaki ZX-6R 636: off to the track! - MNC opposes the 899 Panigale to the ZX-6R 636

In the – stricken – segment of mid-capacity sports motorcycles, the last two innovations have appeared at Ducati and Kawasaki. They highlight their versatility and it was therefore logical that MNC opposes these 899 Panigale and ZX-6R 636. Duel.

MNC opposes the 899 Panigale to the ZX-6R 636

By receiving the 899 Panigale at Ducati France, Site cannot help but be jealous – secretly – of the bikers who have gone to get their own copy from their dealer. This Italian is so sexy and devilishly desirable…

For the modest sum of € 16,400, Ducati gives access to its Panigale, its ruby, the jewel in its crown (read our). The only striking modification on the 899 is the presence of a double swingarm which takes care of the rear traction..

When stationary, the rear of the small Ducati is less "the attraction" than the large single-arm of the Superbike. This is not a first at Ducati: cheaper to produce, the double arm is logically installed on the smallest displacement (we remember in particular the).

Less expensive therefore, this solution is also lighter and is certainly no less effective: if not, why would it be used by the Ducati racing department on its MotoGP prototypes? Aesthetically, however, we must recognize that the single-arm has the advantage … and its aficionados, also fans of tubular trellises ?!

On the 899, the monocoque frame is retained, despite a difficult start in and a resounding failure in. This original part, made in aluminum on the Panigale – in carbon on the old Desmosedici! – unfortunately goes unnoticed.

The method used to attach the swingarm to the engine – the engine is a "structural element of the frame", recalls Ducati – is more remarkable: as on the 1299, the shock absorber is"side mounted for easy access during adjustments and fixed by a progressive linkage for optimum rear suspension on road and track".

Continuing the owner’s tour, Site notes the presence of a tiny carbon license plate holder. This little accessory is so cute that future buyers would be wrong not to fall for it … They are no longer close to € 278.81, if ?!

Conversely, the Corsica bar ends fitted by Ducati West Europe on our test model do not seem essential to us. For once, Ducati (Italy) would have done better to dwell on another detail: the length of the chain protection.

Too short, the original plastic appendage does not protect the rear shell from splashes of grease – which, when the bike is white, is particularly messy … Another point, as long as MNC is there: it would be better to camouflage the horn connections, too visible from the cockpit.

To close this brief chapter on reprimands, Site believes that the black plastic engine trim is not in the best taste. But for – everything – the rest it must be admitted, the 899 Panigale is teeming with pretty parts: from the rear brake caliper to the end of the mirrors, including the angled valves and the mounting brackets of the small jars on handlebars !

Regarding a reunion with the Kawasaki (read our), Site will focus a little less on it. Which doesn’t mean the Ninja is devoid of charm !

Without being a carbon copy of the ZX-10R, this version of the ZX-6R has an undeniable family resemblance, which may flatter the owners of the "small" … and annoy those of the "big". But unlike the 899 – which risks annoying 1299 owners! -, the 636 has its own personality.

Very conventional in its technical choices – aluminum perimeter frame enclosing a 4-cylinder in-line -, the Japanese has a very good finish and two state-of-the-art peripherals: Nissin calipers – monobloc, SVP – and a Showa SFF fork – BP.

Seen from the front, the dark air intake of the ZX-6R 636 is even more impressive than that of the ZX-10R and foreshadows the breathtaking performance that Site is eager to compare with that of Ducati’s 899 Panigale, on the road. then on track.

Before starting his journey – under a threatening sky! -, Site takes care to fill out its usual "Practical aspects and equipment" sheet (published on the penultimate page) and notices that the two bikes are already playing very tight…

If the Ducati distills some more information (exterior temperature and chronometer, in particular), the Kawasaki has a tachometer (analog) more readable than that (digital) of the Italian. On both tables this time, the gears engaged and the speed are displayed clearly, while the fuel gauges shine … by their absence !

On the Ninja, the controls for the KTRC and power modes are on the handlebars, but other information scrolls only through the buttons on the dashboard. On the Panigale, the controls are smaller – therefore cuter – and control all the data.

Significant bonus provided by the Ducati: by holding down the left turn signal control for a few seconds, the warning is activated. The Kawasaki, which we expected to be more civilized than the Italian, completely ignores the hazard lights.

To be forgiven, the owner of the 636 can accommodate a disc lock in the small space granted under the passenger seat. During short breaks on the road or in town, he will therefore be a little more reassured than the owner of the 899 who will have to carry his lock otherwise.

Not insignificant, these practical considerations are however not capital when choosing one or the other of these two Supersports supposed to cut the road as well as the track. The driving position, on the other hand, is a much more important aspect…

With its incredibly thin and flat tank, the Ducati spreads the thighs much less than the Kawasaki and its jerrycan. However, according to the manufacturers’ technical sheets, the Rouge only carries half a liter of gasoline less than the Green (17 liters Vs 17.5).

To benefit from all the finesse of the tank and its indentation at the knees, the older ones must however move back on the saddle. They benefit at the same time from a wider seat, which improves the comfort of the buttocks but makes the quadriceps work harder. !

With the Ducati saddle tilted forward, it is not easy to stay there. In town, it is even advisable to stand as far forward as possible in order to relieve the upper thighs as well as the wrists, which are heavily used..

The handlebars of the 899 are not only low, but also very wide. On the Ducati stopped at a red light, we naturally adopt the attitude of a large gorilla: arched bust, low shoulders, arms outstretched, fists closed and resting against the handles. !

The Kawasaki reserves a very different reception: in addition to the legs more apart – but a little less bent -, the hands are less spaced, so that the rider stands a little straighter despite the half-handlebars posted at approximately the same height..

If the Kawasaki saddle is far from being a benchmark in terms of softness, its suspensions make the effort to sag slightly under the weight of the driver, while those of the Ducati remain – firmly! – camped on their positions.

A little more padded than on the 848, the saddle of the 899 remains too hard. Ducati could do better, the proof: a Touring "package" includes a protective grille for the water radiator, an anti-theft system, a flexible tank bag and … a comfort seat for the pilot !

Last point which definitely tilts the scales in favor of the Kawasaki within the Site editorial staff: the Ducati’s too flat and insufficiently notched footrests are slippery, even in dry weather! The sun, in fact, still pierces through dark clouds: it is high time to hit the road !

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