Driving report: Ducati 1199 Panigale S
The new super sports car from Ducati
Your task is clearly defined: be fast on the racetrack. For this purpose the Ducati Panigale was designed, trimmed for power, bred for lightweight construction. She is now taking the stage, eagerly awaited by the fans – and certainly the competition too.
When the flag drops, the shit stops, ”is the wisdom of racing drivers. What transferred to the D.ucati 1199 Panigale means something like: Enough has been said and written about them. About its spectacular engine, its power, the concentrated load of electronics. And the courageous and extraordinary chassis concept. Now the Panigale has to show what it can do on the track.
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Driving report: Ducati 1199 Panigale S
The new super sports car from Ducati
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Turning made easy. Chicanes and tight bends are no longer terrifying on the agile Panigale S. With it, a new era begins at Ducati.
This “frame” weighs just 4.2 kilograms, the filigree cast frame rear just 2.1 kilograms, the magnesium fairing supports 600 grams. The forged wheels (the basic Panigale has cast wheels) should only weigh 2.7 (front) and 3.4 kilos.
The air for accessory bikes gets really tight. The lower weight and the better concentration of the masses thanks to the new exhaust system is one thing. The new sitting position with a super narrow waist and great knee grip is the other. The engine, tilted seven degrees further back, is now closer to the front wheel, which enables a 40 mm longer swing arm. This ensures more load on the front wheel (52/48%, 1198: 50/50%) and a better balance. And in connection with the newly gained handiness, you can confidently pepper the Duc in fast arcs after just a few laps, circling very closely along the curbs.
At the exit of the bend, the huge, 67.5 mm measuring throttle valve torn open, the Ducati crashes energetically onto the next straight. The 200 Pirelli Supercorsa on the hindquarters interlocks powerfully with the asphalt thanks to the soft mixture on the wide flank. Driven out of the corners, the Duc sometimes also pumps vigorously with the rear and, gripped a little too hard on the handlebars, can be stimulated to unrest in the steering on the following straight. Relief came from loosely guiding the handlebars and tightening the steering damper a little.
The Panigale doesn’t crack as brutally from below as the 1198 did. It seems cautious in the middle, where the 1198 took a bite and was therefore more aggressive, but also more strenuous. The huge intake throats and huge, 48.6 mm measuring titanium inlet valves (1198: 43.5 mm) are a prerequisite for tremendous top performance, but they also require compromises.
The 1199 is more even, more predictable. The pressure from the middle is still sufficient, but can now be used better, and from 7500 rpm it really pops the corks. So powerful that even in second gear it effortlessly pulls the front wheel towards the sky. How crazy the V2 goes. In no time at all, the gears in the precise gearbox are zapped through, supported by the nimble gearshift. It can easily be squeezed up to a massive 11500 rpm, but reaches its performance zenith much earlier. Turning to the limiter is not necessary.
There are three preset setups, depending on the driving mode. However, you can also program your own.
But the short-stroke “Superquadro” engine does not buy its enormous power and wide speed range with rough manners. In the apex of the corner he accelerates precisely, but not harshly, a real advantage in the many tight chicanes. But after all, the massive one also helps the driver Use of electronics in taming this power plant. The throttle valves and the two injection nozzles each are controlled by ride-by-wire. And with traction control (DTC), electronic engine braking torque control (EBC), Bosch ABS, automatic gearshift and electronically adjustable Öhlins chassis (DES, Panigale S and S Tricolore only), the full arsenal of electronic helpers is on board. In order to simplify the handling of this multitude of tuning options, three driving modes are available that already have special tuning options. And if that’s not enough, you can use the TFT display, which changes its appearance depending on the driving mode, to create and save your own setup for traction control, EBC, automatic gearshift, ABS and suspension elements. The possibilities seem almost unlimited. Engine Brake Control (EBC) is a novelty in series machines. It lifts the throttle valve slightly when braking, thereby reducing the engine braking torque. In this way, the Duc remains calm in the braking zone at the rear, even if the Brembo monoblock calipers, which are derived from the racing brakes and manufactured exclusively for the Panigale, have to grab a lot. Incidentally, you no longer have the bite when you first grab it like the brakes of the 1198. A clear plus point in terms of controllability.
The suspension setting in Sport mode quickly turned out to be too soft for the racetrack. Race mode was therefore activated in good time, and EBC was also reduced to level one and traction control to level two (out of eight). Which, with gentle control processes, allowed for noticeable slides, but did not slow down the propulsion too early.
What remained were fat, black bars at the exit of the curve, which testified to the ever more impartial use of the enormous power. And a big grin under the driver’s helmet. Because no Ducati has ever had such a combination of maneuverability, power and manageability. Even if the fork seems rather soft with a spring rate of 10 N / mm despite the relatively tight springs. However, in the short time available, it was not possible to explore all the electronic and chassis-related limits, especially since the slope was sometimes quite dusty, which sometimes clouded the feeling for grip and limit areas.
The fact that the Panigale has the unpopular MotoGP monocoque instead of a tubular frame was almost a minor matter in view of its handling and the power with which it already makes its predecessor look pale. And what is really in it, when it comes to the last groove, that will be clarified after this impressive premiere by the now all the more hotly anticipated comparison test.
Super sports car from Ducati for 2012: Ducati 1199 Panigale.
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, desmodromic actuation, wet sump lubrication, injection, Ø 67.5 mm, regulated catalytic converter, 440 W alternator, Battery 12 V / 6 Ah, hydraulically operated multi-plate dry clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 39:15.
Bore x stroke 112.0 x 60.8 mm
Cubic capacity 1198 cm³
rated capacity 143.0 kW (195 hp) at 10750 rpm
Max. Torque 132 Nm at 9000 rpm
Monocoque made of aluminum, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut, lying, with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 330 mm, four-piston Fixed calipers, rear disc brake, Ø 245 mm, two-piston fixed caliper, ABS, traction control.
Forged aluminum wheels
3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 200/55 ZR 17
Dimensions + weights
Wheelbase 1437 mm, steering head angle 65.5 degrees, caster 100 mm, spring travel f / r 120/130 mm, seat height 825 mm, dry weight 167 kg, tank capacity / reserve 17.0 / 2.0 liters.
Two year guarantee
price Panigale / S / S-Tricolore 19490/24490/28600 euros
Additional costs around 305 euros
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