Ducati 1199 Panigale in the 50,000 km endurance test

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Ducati 1199 Panigale in the 50,000 km endurance test

Hot, expensive, but awesome

Driving a Ducati 1199 Panigale is an elementary experience. The fiery sportswoman enriched our long-term test fleet for over 50,000 kilometers. But at the end of the endurance test, it’s not race or beauty that counts, but inner values. Readings. The final dismantling brought surprising results.

We admit it: there was great skepticism, opinions were divided at the beginning of the endurance test. It holds, said some. She can’t get through that, the others. After all, the unusual and bold construction of the D.ucati 1199 Panigale started a small revolution. To tickle 195 hp from a twin, with a huge 112 mm bore, capable of speeds of up to 11,500 rpm. And to top it all off, the engine as the load-bearing element, without an actual frame. That seemed pretty daring.

Ducati 1199 Panigale in the 50,000 km endurance test

Hot, expensive, but awesome

Ducati 1199 Panigale certainly not. Was rushed over long distances, chased across racetracks, tormented by the rush hour traffic. But she survived the marathon. Maybe not in record time, but it is also a race iron, not a touring sofa to eat away for miles. At least the first half of the marathon did not go completely smoothly. After just under 10,000 kilometers, she surprised her colleague Schneider by sometimes only running on one cylinder after a cold start, which was remedied by making the exhaust flap workable. However, this phenomenon reappeared, from then on always under wet and cold conditions, and in the following winter, with a mileage of 24,150, forced several visits to the workshop. The cause of this could never be determined. Whether the replacement of the wiring harness, which became necessary after an accident through no fault of their own, cured them, or whether the lambda probe that was also replaced was the root of the problem, could never be fully clarified. In any case, this subject was history from then on.

Love it or leave it

Hertler

The screws on the rear brake disc cam loose.

Apart from such ailments, the Ducati 1199 Panigale also showed endurance. She completed tours of 1,300, 2,500 or even 3,000 kilometers several times in a row without complaint. And there were also many entries in the logbook that they scourged because of the heat from the manifold under the seat cushion, the uncomfortable hindquarters or the hellishly loud exhaust noise, the list of enthusiastic entries about her temperament, her stability, her fiery engine was even longer. Love it or leave it, it left no one cold. In any case, the Duc completed the second half of the long-distance test with great strides. And – almost – without incident.

The loss of all fastening screws of the rear brake disc at a mileage of 30,170 was mysterious. Despite intensive investigation, Ducati found no explanation for this. And despite over 130,000 eccentric spindles produced on which the brake disc sits, Ducati could not even identify ten cases worldwide in which the screws had loosened. Nevertheless, this incident led to an immediate change in the maintenance regulations. A torque test of the screws is now a must for every inspection. Unfortunately, during the investigation at the Bologna plant, a careless mechanic broke off the exhaust bracket on the engine housing when loosening the exhaust fastening screw due to repeated rattling exhaust covers. Which, towards the end of the endurance test, led to the manifold crack and its replacement as part of the 48,000 inspection. In between, the crack in the chain just before the 36,000th inspection forced an unscheduled workshop stop after the aisle sensor had just quit the service. Apart from these two incidents, the Ducati 1199 Panigale completed the second half of the test distance without any problems and fairly quickly.

Andi Bildl on the endurance test final balance of the 1199 Panigale

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Motor anything but a quiet step

Friedemann Kirn

GP drivers think differently. For Casey Stoner (center) the Panigale is a great tourer.

Editor-in-chief Michael Pfeiffer himself took care of the grand finale. He drove the Ducati 1199 Panigale the last 1,400 kilometers to the MotoGP race to the Osterreichring and back in one day. A detour in the paddock to the Ducati box and a short meeting with Casey Stoner and the Ducati factory team included. Back in Stuttgart, the final measurements were recorded.

The test bench showed eight horsepower less than at the beginning, so the performance was slightly weaker. And mechanically, the engine of the Ducati 1199 Panigale was anything but a quiet step in the end. On the one hand. On the other hand, the engine had asked for an additional sip of oil only once between the long 12,000-inch inspection intervals. In addition, the result of the final pressure loss measurement was flawless.

A 48,000 series maintenance cost 3,300 euros

www.bilski-fotografie.de

Inspections at the Panigale are expensive.

In any case, the fun is not cheap. That starts with the consumption of the Ducati 1199 Panigale. The twin burned an average of seven liters per 100 kilometers. Tires have a short life. With good will, the Pirelli Supercorsa SP or Bridgestone S20 can last almost 4,000 kilometers. 7,000 kilometers were possible with the Metzeler Sportec M7RR and Dunlop Sportsmart II. The inspections put stress on the budget. The initial inspection and the 12,000 maintenance service were quite moderate at just under 300 and 600 euros, respectively. A whopping 1,500 euros, on the other hand, were due for the 24,000 service, in which the valve clearance is checked for the first time. On this occasion, the rattling exhaust covers were also repaired. Apparently not an isolated case. It got even worse with the 48,000 maintenance. 3,300 euros are one word. Even if around 1,000 of them are all about replacing the cracked manifold. In addition to the regular inspection, which would have been about the amount of the 24,000 bill, changing the chain set, front wheel bearing and steering head bearing increased the bill.

The bottom line is 20.1 cents per kilometer without any loss of value or fuel costs. So almost double the Yamaha R1. Somehow fitting therefore the closing words of colleague Johannes Muller, who noted in the logbook shortly before the end: “Loud, hot, exhausting – always a pleasure.” And service boss Jorg Lohse agreed: “Hot, uncomfortable, rough – but somehow… HOT. Ciao Bella. “Loud, hot, but still awesome, this brief conclusion is also often found in the readers’ letters. And what was the status of the twin’s innards? The huge pistons were pretty unimpressed by the marathon. Amazingly small deposits on the piston crown, the piston skirts and rings flawless, even the three-man Ducati delegation from Bologna and the two representatives from Ducati Germany were amazed. Ducati classifies smaller tracks on the cylinder walls in the lower area as harmless, especially since the cylinders of the Ducati 1199 Panigale are dimensionally accurate and no oil consumption was measurable.

Where did the missing eight horsepower go??

www.bilski-fotografie.de

A shift fork is completely broken in and ready for scrap.

Camshafts and piston pins were a pleasant sight. Transmission, oil pump and clutch too. There were no critical traces on the valve seats of the Ducati 1199 Panigale either. So far everything looked pretty neat, and the performance-determining parts gave no indication of where the seven horses might have disappeared. Neither the suspicion of a defective catalytic converter nor elongated timing chains as the cause was confirmed after examining these parts in the factory. According to Ducati, a changed mapping during the test is also ruled out as a cause of explanation. All that remains is to take note of the eight less horsepower. The broken-in connecting rod bearings showed significant wear. The Ducati technicians, on the other hand, did not classify slight running marks on the crank pin of the crankshaft as being of no concern. As well as slight traces of pitting on some of the DLC-coated rocker arms and some shift claws of the gearbox.

On the other hand, one of the three shift forks was completely worn out and therefore ripe for scrap. And while the shift drum survived the distance unimpressed, its roller bearing in the motor housing ran pretty rough. The slightly oval valve guides and the 1.6 mm wide valve seats were conspicuous, but all of them were still within the – quite generously dimensioned – limit values. By the way, Ducati only had them ready for the test meeting, because up to now they only had their own experiences up to 48,000 kilometers. Despite the parts to be exchanged, overall a remarkable result for the Ducati 1199 Panigale, whose mighty V2 surely pushes the limits of what is possible in terms of performance and weight. And at the same time has to play a major role in the chassis. This picture is rounded off by the very good condition of the chassis, paint and aluminum parts. Their surfaces had to withstand three winters and still made a very good impression at the end of the test. All the more sad that Ducati is closing this chapter again under pressure from Euro 4 after only five years of construction.

Balance after 50,000 kilometers

Status: The general condition of the Ducati 1199 Panigale is good. No flaking paint can be seen. The surfaces of the motor housing look good. Brake discs are still in good condition.

Cylinder head: The valve guides are slightly widened conically. An outlet guide is slightly out of tolerance. The valve seats are widened and on the exhaust side at the tolerance limit.

Cylinder / piston: Cylinder and piston are in good condition. There are slight running tracks.

Crank drive: The connecting rod bearings are worn. The carrier layer is already easily visible. The crankshaft has tracks.

Power transmission: The gear wheels have clear tracks on the shift claws. Otherwise, transmission gears and shafts are in good condition.

Frame / chassis: The frame and chassis are in good condition.

Costs and maintenance

costs

Operating costs over 50,000 kilometers
18.5 oil at 18.07 euros 334.30 euros
5 oil filters at 25.87 euros 129.35 euros
2 air filters at 49.4 euros 98.80 euros
4 spark plugs at 35.85 euros 143.40 euros
3 sets of rear brake pads at 45.67 euros 137.01 euros
4 sets of front brake pads at 101.02 euros 404.08 euros
3 sets of chains 861.80 euros
brake fluid 9.52 euros
1 complete manifold 889.26 euros
Small parts, lubricants 279.42 euros
Seals 91.86 euros
Inspections and repairs 3,800.67 euros
Tires (including assembly, balancing and disposal) 2,873.00 euros
fuel 5,063.71 euros
total cost 15,116.17 euros
acquisition cost 19,990.00 euros
Depreciation 9,390.00 euros
Estimated Price (Dealer Selling Price) 10,600.00 euros
Costs per kilometer (without / with loss of value) 30.2 / 49.0 cents

maintenance

Maintenance and repairs mileage
Front and rear tires renewed, Pirelli Diablo Supercorsa SP 3.319
Rear valve cover gasket renewed (guarantee) 7.750
Front tires renewed, Pirelli Diablo Supercorsa SP 7.975
Front and rear tires renewed, Pirelli Diablo Rosso Corsa 8,597
A cylinder fails, read out fault memory, flap made accessible, retrofit cable switch unit on the left 9.410
Creaking noises steering angle, front brake pads renewed 12,360
Front and rear tires renewed, Pirelli Diablo Super Corsa SP 12,870
Rear brake pads renewed 15.937
Steering head bearings, triple clamps and frame checked for creaking noises, chain set replaced 17,950
Right mirror loose 18,948
Front and rear tires renewed, Bridgestone S20 EVO 20,397
Rear tires renewed (defective), Bridgestone S20 EVO, exhaust cover renewed (guarantee) 23,224
Stopped with engine misfiring, troubleshooting unsuccessful 24,150
Spark plugs and Rear brake pads renewed, troubleshooting unsuccessful 24,554
Battery and lambda probe renewed (guarantee) 24,574
Front and rear tires renewed, Dunlop Sportsmart II 27,836
Rotation protection clutch slave cylinder renewed (recall) 28,464
Independent loosening of the rear brake disc screws, brake disc mount renewed (guarantee) 30,170
Chain set renewed after chain break 34,212
Front brake pads and front / rear tires renewed, Bridgestone S20 EVO 35.203
Aisle sensor exchanged (guarantee) 35,671
Baffle plate exhaust rep., Clutch slave cylinder exchanged (callback) 35,700
Front / rear tires renewed Metzeler M7RR, front wheel bearings renewed 39,060
Front wheel bearings, chain set, steering head bearings, rear exhaust manifold and rear brake pads renewed 47,771
New Conti SportAttack III tires    48,000

Reading experiences

Holger Menken:

I’ve been driving Ducati since 2004. First 999, then 1098 S and since 2013 the Panigale 1199 S Tricolore. The 12,000 km inspection is coming up and I haven’t had any problems so far! A recall due to a defective turn signal cable has been carried out. It eats rear tires and is not suitable for pillion rides. I have been actively driving motorcycles for 34 years and have moved all known and many exotic ones on country roads and race tracks. The Ducati 1199 Panigale is the most beautiful, fastest and handiest machine that I have piloted so far. I’m curious what will come after that? I hope Ducati stays true to its form and also masters the new Euro 4 norm!

Edgar Betram:

In addition to the BMW R 1200 RT and now the RS, I’ve been driving the Ducati 1199 Panigale since April 2013. So far the clutch pump has been replaced due to the formation of air bubbles. When it rains, it’s not fun because of the slippery rear tire. It is also annoying in city traffic, the engine temperature quickly climbs to 102 degrees and the heat radiation from the exhaust manifold is particularly strong. Otherwise, I am overwhelmed by the power delivery, the chassis, the handiness and the driving pleasure on the country road. I am excited about this motorcycle. However, since I only drive 2,000 to 3,000 km per year with it, the km reading only moves around 6,500. The inspections are no more expensive compared to other brands. My conclusion: a lot of pleasure and enjoyment (90 percent), little frustration and a lot of fun on the country road with a dream of a motorcycle.

Markus Bresler:

I bought my Ducati 1199 Panigale in May 2015 and have enjoyed 15,000 km of driving fun so far. A leaky clutch slave cylinder and a defective gear sensor were replaced. It’s nice that a motorcycle that beams you so far out of everyday life is still so suitable for everyday use: With saddlebags and luggage roll for camping, with z. B. Bridgestone tires all year round, always start reliably despite the lack of a garage and also offer my 197 cm body length a painless place – it can do everything. Well, what about the volume? At 6 a.m. I only start the engine after our (sloping) play street, when I return, walking pace with idle and controlled clutch. It drives as beautiful as it looks and as easy as Ducati would never admit.

Christian Scheuch:

Ducait 1199 Panigale S bought new in July 2012, current mileage 48,500 km. A BBU (black box unit) and the lower right panel (lies on the manifold and burns through) were replaced under guarantee. At least the new fairing has a hole to see the oil level on the sight glass. Incidents without guarantee: fork seal rings leaking after 1.5 years. After 2.5 years, fork oil will come out of the electrical connection on the left fork leg. Sealing not possible, only the entire motor can be replaced. Clutch keeps drawing air. Changed slave cylinder at 36,000 km, without success. The two large aluminum sleeves vibrated loose above the muffler. Exhaust flap replaced at 48,000 km cable pull. Before, the flap would get stuck from time to time. Gear sensor defective after 40,000 km. The Pirelli Supercorsa last about 2000 to 2500 km on the country road, consumption there closer to eight than seven liters. No or hardly any oil consumption, amazing for the engine! Otherwise: If you have problems with loose tooth seals, you should not use the model. Borderline volume. But: Even after five months of downtime, the dwarf battery manages to start the machine without giving it a try over the winter. I had more trouble with the 1150 GS. Inspection costs are a factor of two to three for the Japanese. Nevertheless: I enjoyed every kilometer with the Panigale. Even the ones in the rain. And especially the ones on the racetrack. I’m already looking forward to the next 50,000 km.

Urs Peter:

The positive experiences have clearly outweighed them so far! The diva is quickly forgiven for the rest … I’ve never had such a comfortable Duc (previously had the 999 S). The chassis (the standard version), the brakes and especially the electronics are beyond any doubt! The only thing you have to get used to as a two-cylinder fan is the engine (speed orientation, sagging at 5,000 rpm). What is still borderline even as a Duc fan is the sound level of the Ducati 1199 Panigale.

Ducati takes a stand …

Yvonne hertler

The five-person Ducati delegation was impressed by the condition of their Superbike flagship during the editorial visit.

… to the defective gear sensor.

This is a problem that occurred sporadically during the design process at our supplier (the effect is that the gear engaged is not correctly displayed on the instruments). After receiving information from the dealer network, we were able to fix the problem at the end of 2013. With the 1299 Panigale, which has a downshift function, a new sensor was then used, which is also integrated differently into the vehicle.

… to the worn shift fork.

As the logbook entries show, this had no effect on the function. Nevertheless, the component is worn out and must be replaced. Incidentally, we are not aware of similar cases from our customers, neither from the Ducati 1199 Panigale nor from the Ducati 1299 Panigale.

… to the worn connecting rod bearings and the tracks on the crank pin of the crankshaft.

This wear corresponds to the mileage. In our experience, the bearings are still outside a critical area, even if the copper layer is already visible in places. The engine would have run for many more kilometers without any problems. Since the engine is dismantled, we would recommend an exchange, the crankshaft can be reinstalled without any problems.

… to the loss of performance at the end of the test.

All performance-determining parts are apparently in good condition, so that the reason cannot be clearly identified. After this mileage, in our experience, 3 to 4 hp less are normal. To find the reason for the loss of performance, the engine would have to be reassembled and further bench tests would be necessary.

… to the bearing of the shift drum.

We recommend careful cleaning and lubrication. If the bearing still runs rough, it is worn out. Functional problems should not arise with this bearing either, at most it affects shifting comfort. The switching feel could possibly be a bit harder.

… the pitting marks on rocker arms and shift claws.

The DLC coating of the rocker arm has no influence on the service life and reliability of the rocker arm. You can continue to use them without any problems. The tracks on the shift dogs have no influence on the gearbox function. These parts can also be used when assembling the engine. In our opinion, these are not traces of pitting, but rather traces of unclean switching processes.

Placement in the endurance test rating

Where does the Ducati 1199 Panigale place in the table of all MOTORRAD endurance test machines of the last few years?

The rating table gives an overview of the MOTORRAD endurance test machines from recent years. A maximum of 100 points can be earned, divided into five partial scores. The costs per kilometer include expenses for inspections, spare and wear parts, tires and chain sets. In terms of gasoline consumption, the average is calculated over the entire 50,000 test kilometers.

The depreciation is based on a DAT estimate. The relation to the list price is evaluated at the beginning of the test. Extraordinary workshop visits lead to the deduction of one point each. Breakdowns on the way will be penalized with a five point deduction. In addition to the unscheduled stops due to a broken chain and misfiring as well as frequent visits to the workshop, it is primarily the highest cost per kilometer to date that the Panigale put at the bottom of the table.

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