Ducati 1199 Panigale R in the driving report

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Ducati 1199 Panigale R in the driving report
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Ducati 1199 Panigale R in the driving report

Ducati 1199 Panigale R in the driving report

Ducati 1199 Panigale R in the driving report

Ducati 1199 Panigale R in the driving report

32 photos

Ducati 1199 Panigale R in the driving report
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The exhaust cover shields the heat from the rear manifold.

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600 kilometers old and already scratched – that’s really annoying.

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Extravagance II: The pretty aluminum tank belongs to the Panigale R alone.

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Extravagance I: eccentric to change the swing angle on the R.

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Ducati 1199 Panigale R in the driving report.

Ducati 1199 Panigale R in the driving report

With the ease of a bicycle

Content of

With the Ducati 1199 Panigale R, the Italians are now attacking. PS drove the R version in an exclusive setting – on the Circuit of the Americas in Texas.

Ducati has it all. Like no other motorcycle manufacturer, the Italians know how to present their important models in an absolutely unique ambience. 2007 the presentation of the 1098 in Kyalami (South Africa), in 2009 the 1198 S in Portimao (Portugal) and last year the 1199 Panigale S in Abu Dhabi. This year the 1199 R, which has just been homologated for the Superbike World Championship, continues this series. Because Ducati leaves the hottest of all Panigale to the crowd of journalists on the brand new MotoGP course “Circuit of the Americas” in Texas. A truly worthy setting, because this gigantic facility near the city of Austin is like the Ducati 1199 Panigale R is not only wonderful to look at, but also exciting to drive.

7,000 euros price difference between S and R

At a cursory glance, you can only distinguish the Ducati 1199 Panigale R from the considerably cheaper Panigale S – and we’re talking about a price difference of 7,000 euros here – only on the aluminum tank and the higher spoiler screen. The electronically controlled Ohlins spring elements, Marchesini forged aluminum wheels and the carbon front mudguard are on board on both models. All that remains is the second, more precise look. The GPS antenna for the standard DDA + recording then catches the eye. The carbon heel guards on the footrests and the heat shield over the rear manifold (standard on all Panigale from 2013) are also new. The chainring, which is two teeth larger and hides the secondary transmission, can also be discovered.

Is that all? Not quite, because at some point you notice the eccentrics on the swing arm mount. The pivot point of the swing arm on the chassis can be adjusted in height by six millimeters. And thereby the swing angle and thus the driving behavior vary greatly. Okay, all other innovations on the Ducati 1199 Panigale R can only be traced by looking at the press kit. Because titanium connecting rods, a lighter crankshaft, the new mappings of injection and ride-by-wire throttle valve control and the 500 revs higher speed limit cannot be seen with the eye. But you can feel it, right?

Precision of a laser guided missile

The first outings on new routes always have one thing in common: You have to concentrate more on the route than on the base. The American piste makes no difference, but, like the Ducati 1199 Panigale R itself, it comes very far and is easy to learn despite all the complexity. So you can let the hot red fly properly in the second of four test turns. You immediately notice their playful handling, which turns out to be a blessing especially in the fast winding of the first third of the route. With the lightness of a bicycle and the precision of a laser-guided rocket, the Panigale R burns through the jagged changing curves and conserves the pilot’s strength.


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This hyper-agile behavior of the superbike turns into the opposite just a few hundred meters later. When accelerating hard from a tight left onto a long straight, the Ducati 1199 Panigale R absorbs every little suggestion from the driver and transforms it into a swaying unrest. This does not increase during the sprint over the straight, but the Panigale no longer wants to really calm down. Loose hands on the handlebars are needed if this peculiarity is not to creep in permanently. Everything else on the Panigale R should also be done with gentle force. Hard quick action is neither necessary nor appropriate – often even counterproductive. When approaching the braking zone, the front right lever must not be jerked shut, but must be gently applied. Only then will the fork, which is a little too soft (same basic setting as on the S model) withstand the grueling bite of the Brembos and the load will remain stable on course.

We return to the pits sweaty, draw our first summary and sum up: The 500 rpm over-rev reserve of the more revving engine with titanium connecting rods is of little consequence. The shorter final ratio, which increases the tractive force of the Desmos on the chain by up to 18 percent compared to the drive of the S version at the same speed and gear, is more likely. So there is always more pressure available to pull the load forward even more vehemently. The driving behavior of the Ducati 1199 Panigale R is unchanged, although according to the factory, the pivot point of the swing arm in the “0” position of the eccentric is one millimeter lower than on the S version. And so that the R should actually drive a little less nervously. So all just humbug with the adjustable swing arm pivot point?

In the third turn we try out the “flat” swing arm and set the eccentric to position “4”. Bamm, we hardly recognize the R again. Handy, but not nervous – we are burning for the course with precision instead of flightiness. The roar from Bologna strikes, is clearly more stable on the straights and the brakes. For amateur racers, the flatter motorcycle reacts less aggressively, less nervously and is therefore much easier to drive overall. So the last turn becomes a “joy ride” in perfection. With the DTC on very late control level one, without EBC, but with the ABS only on the front wheel, but with a significantly tighter pressure level on the fork, we fly through Texas and enjoy working on the rear tires. The new mapping of the ride-by-wire is highly efficient and inconspicuous in the best sense of the word. The Ducati 1199 Panigale R always delivers exactly the fire that the driver demands. And serve it without delay, hanging or hoeing, always controlled and as requested. The automatic gearshift allows the gears to slide gently into position, while the clutch is child’s play to operate.

Two sets of rear tires ruined

Back in the box again, the rocket ticks from cooling down in front of you. At the sight of the already mentioned carbon heel guards, disillusionment sets in. After just one day on the race, these are quite scratched. We also ruined two sets of rear tires within a very short time. Unfortunately, we were unable to achieve a tire-friendly suspension setting on the Ducati 1199 Panigale R in the short time. However, our experience with the S version shows that it is not easy to find either.

It is heresy to ask yourself the famous “Who needs that?” Question about a homologation variant of an Italian superbike. As well as the question of how the engine works below 7000 revs. Because if you can call this Ducati 1199 Panigale R your own, you will enjoy it on the race – and there are never less than 7000 tours on the clock. If you do, please just turn off the burner and switch to the indoor straw.

PS data / judgment


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Ducati 1199 Panigale R..

drive
Two-cylinder 90-degree V-engine, four valves / cylinder, 143 kW (195 PS) at 10,750 / min *, 132 Nm at 9,000 / min *, 1198 cm3, bore / stroke: 112.0 / 60.8 mm, compression: 12.5: 1, ignition / injection system, 67.5 mm throttle valves, hydraulically operated multi-disc oil bath AH clutch, six-speed gearbox, traction control

landing gear
Load-bearing motor with aluminum subframe, steering head angle: 65.5 degrees, caster: 100 mm, wheelbase: 1437 mm, inner fork tube diameter: 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 (full tank)
191 kg *

Tank capacity
17 liters of super

Base price
31 690 Euro (plus ancillary costs) *

* Manufacturer information


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judgment

Homologation models for the Superbike World Championship have always been something special – just think of the Kawasaki ZXR 750 RR or the Yamaha YZF-R7. Back then the racers combined prestige and everyday unsuitability. The Ducati 1199 Panigale R, on the other hand, offers both: exclusivity and drivability. If you are solvent and looking for something very special, you should strike.

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