Ducati Desmosedici RR and Ducati 1199 Panigale R in the test

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Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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Ducati Desmosedici RR and Ducati 1199 Panigale R in the test

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test

21 pictures

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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As the R version, the Panigale offers first-class racing technology and stands out again from the equally well-equipped “S”.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
jkuenstle.de

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Externally, the R can be recognized at first glance on the partially painted aluminum tank.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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The test shows that the Ducati Desmosedici RR was only made for the slopes.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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The Ducati driver Neukirchner in a quiet moment. Otherwise he’ll give full throttle on the race. The Ducati driver angles precisely with a laser, hits the apex of the curve with precision and uses the track down to the last millimeter when shooting out of the corners.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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Two different engine concepts, two different performance curves: the experts sit over the measurement data.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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What did we learn from the test? First: The Panigale R is difficult to adjust and reacts sensitively to changes in balance. Second: The Desmosedici, on the other hand, is a thoroughbred racing motorcycle with a great chassis and actually much too good to chase it down the slopes.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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Our testers with their bikes.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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Max Neukirchner with PS editor Volkmar Jacob.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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It is always an unforgettable experience to do fast laps with the exclusive Ducatis – not only because of the high attendance.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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10/21
It doesn’t happen every day to romp around on the racetrack with two of the most exclusive bikes in the world, plus a pilot from the Superbike World Championship.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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The R version is the only one in the Panigale series to offer an adjustable swing arm angle.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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The engine as a fully load-bearing element with a cast subframe that leads to the steering head or the rear: unique on a Ducati.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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Anyone who has the rare opportunity to study Superbike World Championship crack Max Neukirchner’s lines for a few corners would like to put on the invisibility of shame.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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Neukirchner on the Desmosedici: “The Desmosedici is purely a racing device. It is tightly coordinated, is very stable and provides a lot of feedback. “

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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In contrast to the Panigale, the Desmosedici has a main frame. It consists of round steel tubing with different diameters.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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The Ducati Desmosedici RR – MotoGP for the road.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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The handlebar stubs come from the accessories. On the other hand, the remote adjuster for the brake is standard.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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Because of living room: This Ducati Desmosedici regularly sees the race.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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Pure racing: easily accessible connections for synchronizing the throttle valves.

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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Neukirchner on the Panigale: “The Panigale is very handy and precise. But the fork would have to be much tighter for my driving style. “

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
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With Neukirchner and the bikes from Ducati to the limit – objects of desire simnd the wonderful factory replica Desmosedici RR and the fine basis for the Superbike World Championship, the Panigale R..

motorcycles

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test

Ducati Desmosedici RR and Ducati 1199 Panigale R in the test
Max Neukirchner and PS test on the racetrack

Content of

“More is not possible”, A fan got it straight to the point on our Facebook page for this special test: a racetrack shootout with Superbike World Championship rider Max Neukirchner and the two most exclusive series Ducati on the planet: Ducati Desmosedici RR and Ducati 1199 Panigale R..

Volkmar Jacob

07/16/2013

Whoa, how precise the boy drives! Anyone who has the rare opportunity to study Superbike World Championship crack Max Neukirchner’s lines for a few corners would like to put on the invisibility of shame. The Ducati driver angles precisely with a laser, hits the apex of the curve with precision and uses the track down to the last millimeter when shooting out of the corners. Needless to say, he only throws anchor beyond good and bad and already fully cocks the tap again when normal people are still in the rolling phase and fumbling around at their personal limit.

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Ducati Desmosedici RR and Ducati 1199 Panigale R in the test

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Max Neukirchner and PS test on the racetrack

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Ducati Desmosedici RR and Ducati 1199 Panigale R are rare

Just as rare as these moments are the two Ducati that Neukirchner beats around the Oschersleben piste for and with us to see what is going to their limit. Objects of desire are the wonderful factory replica Ducati Desmosedici RR and the fine basis for the Superbike World Championship, the Ducati 1199 Panigale R. A brand new combination that guarantees absolute excitement and pure action.

The Ducati offers the R version 1199 Panigale R first-class racing technology and stands out again from the equally well-equipped “S”. In her lightweight titanium connecting rods, the two pistons move up and down, and Bologna also saved weight on the flywheel of the crankshaft. Overall, the crank drive is now a whopping 1.3 kilograms lighter. In addition, the Italians gave the rocker arms for valve control an ultra-hard DLC coating. Thanks to these measures, the V2 revs up faster and tolerates higher speeds, the maximum grew by 500 to 12,000 rpm – with a 1200 twin!

The nominal power of the Ducati 1199 Panigale increased, if only slightly: plus one horsepower to 196 horsepower. The torque increased from 132 to 135 Nm. The secondary gear ratio is more noticeable when driving, which Ducati was able to reduce by two teeth due to the higher speed reserves (15/41 compared to 15/39).

Ducati 1199 Panigale R.


Ducati Desmosedici RR and Ducati 1199 Panigale R in the test


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Externally, the R can be recognized at first glance on the partially painted aluminum tank. In addition, the heavily curved, larger windshield is just as noticeable as the numerous carbon parts.

On the chassis side, the Ducati 1199 Panigale R, unlike the S, offers an adjustable swing arm angle that we will test in different positions. The fork and shock absorber, on the other hand, are identical, and the noble racing base also uses Ohlins spring elements with electronic damping adjustment.

Externally, the Ducati 1199 Panigale R can be recognized at first glance by the partially painted aluminum tank. The heavily curved, larger windshield is just as striking as the numerous carbon fiber parts: swing arm and heel guard, front and rear fenders, air inlet ducts, covers for the shock absorber and the clutch cover, as well as the casing of the ignition lock. An additional feature is the GPS-supported data recording, which automatically records the lap times in racing mode. The system also stores parameters such as throttle position, speed, engine speed, gear, engine temperature and the selected level of traction control. Of course, all of this has its price: Ducati is calling for around 32,000 euros including ancillary costs for the 1199 Panigale R – uff!

PS data

drive
Two-cylinder 90-degree V-engine, four valves / cylinder, 144 kW (196 HP) at 10,750 / min *, 135 Nm at 9,000 / min *, 1198 cm3, bore / stroke: 112.0 / 60.8 mm , Compression: 12.5: 1, ignition / injection system, 68 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, chain, traction control.

landing gear
Load-bearing motor with aluminum subframe, steering head angle: 65.5 degrees, caster: 100 mm, wheelbase: 1437 mm, upside-down fork, Ø fork inner tube: 43 mm, spring travel from / h .: 120/130 mm.

Wheels and brakes
Forged light alloy wheels, 3.50 x 17 / 6.00 x 17, front tires: 120/70 ZR 17, rear: 200/55 ZR 17, 330 mm double disc brake with four-piston fixed calipers at the front, 245 mm single disc with two-piston fixed caliper at the rear , SECTION.

Weight
194 kg * (full tank), tank capacity: 17.0 liters super.

Base price
31,690 euros (plus ancillary costs) *.

* Manufacturer information

Ducati Desmosedici RR


Ducati Desmosedici RR and Ducati 1199 Panigale R in the test


fact

In contrast to the Panigale, the Desmosedici has a main frame. It consists of round steel tubing with different diameters.

When it comes to the price of the Ducati 1199 Panigale R, the only thing that escapes the D16RR is a weary smile. In 2008, it cost a fainting 61,500 euros! In spite of this, or perhaps because of it, the MotoGP replica, limited to 1500 pieces worldwide, was immediately sold out. To this day it has lost none of its fascination, in front of us is the racer with the serial number 0699/1500. PS buddy Karsten Bartschat was able to pull her loose from his friend Erich for this test. At this point I would like to thank you again!

Ducati Desmosedici is based on MotoGP bike from 2006

The Ducati Desmosedici is based on the MotoGP bike from 2006. At that time, Ducati won four of 17 races and took another five podium places, in the end Loris Capirossi finished third on the Italian rider. In view of the technology, Max Neukirchner also goes into raptures: “Every detail, every component is clearly geared towards racing.” Gas pressure factory fork, high-quality suspension strut, stiff frame, forever long swing arm, self-supporting carbon rear, steep steering head (adjustable), short caster, perfect balance: the chassis forms the basis for lightning-fast laps.

The sound of the fantastic 90-degree V4 engine with a 70-degree crank pin offset is unmatched to this day. The quadruplet screams tinny from the exhaust openings integrated in the rear: wrrrammm-bramm-bramm! “Just like at the Moto-GP”, beamed Neukirchner. Another special feature of the propellant is its unusual displacement of 989 cubic centimeters. A tribute to the regulations, which at the time allowed a maximum of 990 cubic meters. Pure racing technology can also be found in the rest of the engine interiors of the Ducati Desmosedici RR: low flywheel mass of the crank drive, box pistons, connecting rods and valves made of titanium, cassette gear.

PS data

drive
Four-cylinder 90-degree V-engine, four valves / cylinder, 142 kW (193 hp) at 13,750 / min * (open), 116 Nm at 10,500 / min *, 989 cm3, bore / stroke: 86.0 / 42.6 mm, compression: 13.5: 1, ignition / injection system, 50 mm throttle valves, hydraulically operated multi-plate anti-hopping dry clutch, six-speed gearbox, chain, accessory TC.

landing gear
Steel tubular space frame with profiles, self-supporting carbon rear, steering head angle: 66.5 degrees (65.5 degrees), caster: 98 mm, wheelbase: 1430 mm, upside-down fork, Ø fork inner tube: 43 mm, spring travel v./h. : 120/135 mm.

Wheels and brakes
Carbon fiber wheels, 3.50 x 17 / 6.25 x 17, front tires: 120/70 ZR 17, rear: 200/55 ZR 17, 320 mm double disc brake with four-piston fixed calipers at the front, 240 mm single disc with two-piston fixed caliper at the rear.

Weight
198 kg * (full tank), tank capacity: 15.0 liters Super Plus.

Base price
61,500 euros (new price 2008 plus ancillary costs) *.

* Manufacturer information

Comparison test part 1


Ducati Desmosedici RR and Ducati 1199 Panigale R in the test


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Neukirchner on the Desmosedici: “The Desmosedici is purely a racing device. It is tightly coordinated, is very stable and provides a lot of feedback. “

While Max slips on his leather, the D16RR babbles impatiently while idling. We’re finally starting! Round after round, the roar of the V4 stands out clearly from the soundscape that the other bikes of the race training deliver. After the turn, Neukirchner rolls into the pits, visibly satisfied: “The Desmosedici feels great: stiff, stable and tightly cushioned. It gives you a lot of feeling for the front wheel, with it I can brake brutally late and hard into the corners, perfect for my driving style. I do need some strength when turning, because the Ducati Desmosedici RR is not exactly handy, but you can get over that. In an inclined position it is very full, allows a high cornering speed and is very accurate. It also holds the line well when accelerating out of corners. And although the chassis is very stiff, it offers enough flexibility to absorb shocks. “

Karsten likes to hear that. Finally, the busy Kawasaki and MV Agusta dealer modified the suspension elements and tuned the chassis. “I’m a bit disappointed with the way the fork and shock absorber work as standard,” grows the former racer. Instead of the 16-inch rear wheel rim, Bartschat also implanted a 17-inch counterpart made of carbon fiber. The front wheel is now made of the same material; the original rims are made of magnesium. “The 17-inch rear wheel allows a much larger choice of tires,” says the Lower Axis, explaining the conversion. As a Bazzaz importer, he quickly built a traction control into the Ducati Desmosedici RR, the series has to do without any driving aid. If the TC intervenes, it interrupts the ignition, which also sounds extremely cool like MotoGP: bamm, bamm, bamm.


Ducati Desmosedici RR and Ducati 1199 Panigale R in the test


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Because of living room: This Ducati Desmosedici regularly sees the race.

“As a two-cylinder driver, I have to get used to the engine”, Max reports. “It has a little little power around the bottom, but it has a wide rev range, and from 10,000 tours it grabs really hard. The long gear ratio in the first two gears doesn’t bother me, because I get out of the corners with a lot of momentum and the right speed is available when accelerating.

The Stollberger doesn’t need any time to get used to the tires, he knows the brand from the World Cup. As a uniform rubber we chose the all-rounder Pirelli Diablo Supercorsa, in the front in SC1 mixture, in the back in SC2. With this package Neukirchner burns with the Ducati Desmosedici RR formidable 1.31.5 min into the asphalt. Tip: We are showing an onboard video of Max on the Desmosedici on our homepage and on Facebook. Must see!

Comparison test part 2


Ducati Desmosedici RR and Ducati 1199 Panigale R in the test


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Neukirchner on the Panigale: “The Panigale is very handy and precise. But the fork would have to be much tighter for my driving style. “

What the 31er time is worth will soon become apparent. Pressing the starter button brings the Ducati 1199 Panigale R to life, and a deep Ducati thud from the Underengine exhaust determines the soundscape of the pit lane. “I’m sitting much higher up on my World Championship bike,” the Saxon is amazed. “We use a thicker pad. That increases the center of gravity, which brings handling. “

After a few laps, Max pits. “The fork locks when braking. As a result, I cannot brake as late and as hard as I would like. I also miss some feedback, which costs trust. The rear sways when accelerating out of some corners, and the shock absorber could be a bit harder. ”Despite a true setup odyssey with different swing arm angles, front and rear heights and damping settings, we did not find an optimal set-up. Either the bike rides stable but too wide arcs (flat swing arm angle), or it is super handy and accurate, but has too little grip at the rear (normal swing arm angle, front lowered, rear raised). And with all settings, the fork dips too far. Another constant: The Ducati 1199 Panigale R needs a lot of chain slack, otherwise it drives wide lines under tension.


Ducati Desmosedici RR and Ducati 1199 Panigale R in the test


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The R version is the only one in the Panigale series to offer an adjustable swing arm angle.

What do we learn from it? First: The Ducati 1199 Panigale R is complicated to set up and reacts sensitively to changes in balance. Second: The fork that is too soft must urgently be revised for racing use. Third: The Ducati Desmosedici, on the other hand, is a thoroughbred racing motorcycle with a great chassis and actually much too good to chase it down the slopes.

Of course, this also applies to the Ducati 1199 Panigale R. But it is always an unforgettable experience to do fast laps with the exclusive Ducatis. Even if no professional like Max Neukirchner is burning for a few corners in front of you.

PS judgment

What a comparison! It doesn’t happen every day to romp around on the racetrack with two of the most exclusive bikes in the world, plus a pilot from the Superbike World Championship. The test shows that the Ducati Desmosedici RR was only made for the slopes. It’s tight, stiff, uncompromising. The Ducati 1199 Panigale R makes concessions to suitability for everyday use, which somewhat limits its possibilities on the race. Nevertheless, it is very fast. You need a lot of know-how to perfectly tune your chassis.




Ducati Desmosedici RR

read more

WM-Bike: That makes the difference


Ducati Desmosedici RR and Ducati 1199 Panigale R in the test


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It doesn’t happen every day to romp around on the racetrack with two of the most exclusive bikes in the world, plus a pilot from the Superbike World Championship.

What is the difference between a standard Ducati 1199 Panigale R and a racing motorcycle based on it from the Superbike World Championship? Max Neukirchner said: “A clear difference is the seating position. I sit much higher on my World Championship motorcycle. This sets the center of gravity up, which makes it a little easier to turn in. But sometimes it is also tedious to turn the world championship bike from one lean angle to the other in alternating curves. “

“We also use Ohlins spring elements, but without the electronic adjustment. In addition, there is a high-quality superbike fork in our motorcycle and the whole setup is much tighter. As a result, the Ducati is very stable, especially when turning on the brakes. We recently added a stiffer swingarm. But with it, the chassis does not absorb the bumps from the track enough, it has too little flex. In addition, tire wear increases with it. That is why we are going back to the series swing arm. There are milled Brembo monoblocks with titanium pistons on the World Cup bike. The series brake works well, but in the World Cup the brakes are so heavily used that the higher-quality system simply offers more reserves. “

“Of course our engine is much more powerful than in series production. But I’m not allowed to reveal how much performance we have. In any case, I have to open the gas much more carefully when exiting a curve on a racing bike than on a production motorcycle. The gear ratio is also designed differently. The first and second gears are longer, the third is the same and our transmission has a shorter gear ratio from fourth to sixth. “

Horsepower setup racetrack for the Panigale

Ducati
1199 Panigale R
fork
stat. neg. travel    25 mm
Pressure level position 1
Rebound Position 18
level Lowered by 5 mm
Shock absorber
stat. neg. travel 13 mm
Low compression Position 3
Rebound Position 12
level Height adj.
Spring: 12.2 mm
visible thread

PS readings


Ducati Desmosedici RR and Ducati 1199 Panigale R in the test

Two different engine concepts, two different performance curves: With a displacement advantage of more than 20 percent (1198 to 989 cubic), the Ducati 1199 Panigale R presses more stallions on the dyno role than the Ducati Desmosedici RR in all situations. Only the maximum output is similar with 191 to 188 hp. Thanks to its large individual cubic capacities, the Panigale generates more torque at low to medium speeds, and its peak value is available earlier and is a lot higher. However, the performance gap between 6,000 and 8,000 rpm is clearly noticeable. In order to be able to keep the connection to the Panigale to some extent, the D16RR needs high speeds. The V4 only really gets going from around 10,000 rpm. What then goes on in terms of sound is simply terrific!

Interview with Max Neukirchner


Ducati Desmosedici RR and Ducati 1199 Panigale R in the test


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Max Neukirchner (30), Superbike World Championship rider on a Ducati 1199 Panigale R: “I was too arrogant.”

Since the bike of the falling Australian Brendan Roberts brutally tore you out of the race in Monza in 2009, your career has been rather bumpy. Why is that?
Neukirchner: That was really tough back then. I was injured so badly in the accident that I couldn’t drive for months. That’s why Suzuki fired me from the works team.

Couldn’t you have been driving for Suzuki again a year later?
Neukirchner: In theory, yes. But I was so angry about the expulsion that I no longer wanted to meet with those responsible. At the time, I thought I could fight for the title on any team and on any motorcycle. Today I know: that was a mistake. I was too arrogant. Sometimes it’s better to swallow the anger and hold back. Something like that wouldn’t happen to me again today.

The years that followed were not very successful in Ten Kate’s Superbike team on a Honda, in Moto2 with MZ and with Kiefer Racing. At least Ten Kate and Kiefer have already made world champions.
Neukirchner: That’s true. We never really managed to tailor the bikes perfectly to my riding style. There
I drive very heavily over the front wheel, I have to have absolute confidence in the front structure. Only two or three people know how I need the motorcycle. At Kiefer it was sometimes said: Stefan (Bradl, the editor) won with this vote, so go with it. The time gap to the front was sometimes not that great. But you know what a second behind in the Moto2 class means.

As of this year you have been racing in the Superbike World Championship again. Why on Ducati?
Neukirchner: My financier wants it that way. But I feel very comfortable with this brand, it has the most loyal fans. I’m also happy that I can work with Mario (Rubatto, editor). He’s one of those people who know how to set up my bike.

At least until today, shortly before the races in Imola, the results speak a somewhat different language.
Neukirchner: We’re not that bad at all. After all, I’m the best Ducati rider in the intermediate standings. We scored points in every race.

Nevertheless you are only in twelfth place! How is it that Ducati is behind this year?
Neukirchner: There are many causes. One concerns the engine. We lack 15 to 20 hp on the most powerful bikes. But that’s the same for the works team. All engines are prepared by the same department. Another reason is that we had little testing before and during the season. But that is currently changing, there are some tests to be done. There we take care
about electronics, with their many setting options, they are very complicated. We also have to go back to the chassis. My machine is more restless than the factory team’s and has a greater tendency to wheelies.

What placements do you expect for the rest of the season?
Neukirchner: Top five placements are probably an illusion, but we can certainly make it into the top ten on a regular basis. I know that some people say: Max can’t do it anymore. But that’s not true. I’m sure: if everything comes together right, I can build on my past achievements. So I’m delighted that Ducati has been taken over by Audi. We are in very close contact with the new head of racing, Gobmeier. We hope that this will give us a little more support from the factory.

How do you keep fit?
Neukirchner: I do a lot of sport and love to torment myself. Above all, I train endurance: jogging, cycling, swimming, cross-country skiing in winter. I do mental training for this. There are around 15 hours a week. And I watch my diet. In the evening, for example, I avoid carbohydrates.

What do you wish for as a private person?
Neukirchner: Good, that I can continue to do racing and that my family is fine. Also, my girlfriend and I want a child in the next two years. I’m 30 now and I don’t want to wait too long anymore.

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