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With the arrival of the V4 Panigale, the 959 affirms its differences. Hull frame, reasonable power, L-twin and marked design – everything that shook fans of the Panigale V2 generation is here. It is no longer the “little” Superbike of Bologna but a more assertive choice. On the assault of sport, overflowing Italian sauce on the main course, the Ducati 959 Panigale continues a chapter full of ardor and passion. Corn…
748, 749, 848, 899, 959 – In a few generations, the small sportswoman from Bologna has become almost as big as a Japanese hypersport. In its bowels, the Superquadro inflates its muscles. But on the outside, nothing appears. The Panigale remains a small-scale machine, with an ever so striking compactness. It makes you wonder how engineers can fit so much into so little space. It is only fair if an operating room and laparoscopic instruments are not needed to perform the revisions..
With its sculpted silhouette, we are on familiar ground. The tradition wanting that each “small” Ducati Superbike copies its elder, we instantly find its marks. Fine touch-ups on the fork crown with a slight improvement in protection, fairing stretched to turn heads. It is on the rear that everything is played in terms of design. The Bologna firm persists in not reintroducing the single-sided arm, a dissent that everyone will judge at will. Let’s move on; that is not the main problem. Fans of clean lines will choke at the sight of the 959 Panigale’s dual side tailpipes. Argghh !!! No more eructions under the engine. Two Monster-style tubes massacre the line, initially finely drawn with a scalpel. Euro4 standards have been there; and to breathe “politically correct”, these two unsightly appendages come to mess up the style.
Well, anyway, will have to with … The positive point of this standard is that the Ducati can land on the territory with all its watts and without taking the lead. And nags, there are, even more.
If the 899 went to 959, it is not to ape the fable of the frog and the ox. The twin finds itself even more castrated by Euro4, offering it more displacement allows to keep the trunk and the responder. Then, by working well in the engineering department, we box even more bullets. The 959 Panigale sends no less than 157 horsepower. That’s 9 units won on the previous version. Cubing precisely 955 cm3, this Ducat would be almost a nod to a pure factory machine: it has the same displacement and almost the same power as the 916 Corsa of the WSBK, derived from the 916 SP3 of 1996.
Let the 916 live its legend and come back to the Superquadro engine. Its explosion volume increase is achieved via an increase in stroke of 3.6 mm. It thus stands at 60.8 mm, with the company of a very generous bore of 100 mm. Improved lubrication, new valves, modifications to the crankshaft, cylinders, camshafts, cylinder heads, a second set of injectors to force-feed the engine from 8500 rpm; there are many changes that cannot be seen. In addition to the increase in power, the torque also benefits from this inflation and reaches almost 11 mkg – 107.4 Nm to be precise. Flute, the transmission has been lengthened, to please the bureaucrats. Well, we will have to think about finding a pinion or a crown that is going well in order to take advantage of good raises (on the circuit, eh !!!). Because under the Desmo distribution, we did not try to relax.
Strong the twin! But between him and the road, there are a host of intermediaries. Which will delight developers. The clutch now incorporates a dual function, anti-dribbling and assistance. What reduce the effort at the lever and digest the muscular downshifts. Then, it is the electronics which take care of the grain. Three driving modes are on the menu, each with preset settings on the various on-board guardrails. Race, Sport, or Rain, the Panigale fits into the mood of the moment. The right hand is shaking, the silicon chips are working. The DTC traction control acts on 8 intervention levels, the EBC engine brake on 3, the Bosch 9MP ABS is also governed by 3 modes, and the dashboard display changes according to the chosen Riding Mode. To perfect your style or your level of requirement, these can be fine-tuned by the user. Note that the available power differs depending on the mode: 157 horsepower for Race and Sport, 115 for Rain mode.
The 959 Panigale retains the in-house DQS shifter, which can be used on upshifts but not yet on downshifts. Only the different versions of the big Panigale (1299 – 1299 S – R) have the privilege of it in Bologna. As an option, the DDA + allows you to rack your brains after session with a good telemetry salad with GPS.
Since the 899 Panigale, the 959 has gained heart … and weight. 7 kilos is no small thing. But where does this fat come from, in a category where the hunt for weight is a priority? The double silencer is already there for a lot. Not enough to significantly change the behavior or the liveliness of the machine. And then, 200 kilos all full, we have seen worse.
Side chassis and peripherals, the essential does not change. Around the singular aluminum frame-shell is fixed a Showa BPF inverted fork with large 43 mm piston and a Sachs shock absorber in the lateral position. The elements are of course fully adjustable. The changes made are on the side of the wheelbase, increased by 5 mm (1426 -> 1431), and the swingarm anchor point, lowered by 4 mm. These modifications should optimize the traction and stability of the Panigale. However, combined with the weight gain of the machine, the rider will have to exert more effort to engage the machine..
Braking is also fully taken from the 899. 320 mm wafers and Brembo M4.32 4-piston calipers for the front, a 245 mm disc and a 2-piston caliper at the rear. Serious stuff, however a little notch below what larger displacement Ducati can offer. No M50 for the little … uh, the average Panigale yet; worry little prejudicial, because the stuff is already doing a hell of a job.
It’s time to put on the boots, and see that the footrests now offer more grip; from the genes of pistarde to the end of the growths. Still as sporty and even more powerful, the youngest of the Panigales is more like an 899 Evo than a completely new machine. However, the consequent increase in displacement justifies a new name. Racy, technological, exciting, it is being refused some exclusives to contain its price and preserve the prestige of the hypersportives of the range. No single-sided arm, no up / down shifter, no UMI inertial platform, no wheeling control and no TFT color dashboard … and almost 5,000 euros less. It also allows you to appropriate the Panigale fantasy without going through the lumberjack box that the 1299 demanded. Less missile, sporty at will, it allows you to drive hard without being overwhelmed all the time..
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Replaces
959 PANIGALE 2018
Model marketed in
2016
2017
2018
2019
Performances
-
Max speed:
about 270 km / h -
Consumption
medium: 5.60 l
The technical aspect
Ducati 959 PANIGALE 2019
- Frame
- Frame: aluminum monocoque
- Tank: 17 liters
- Seat height: 830 mm
- Length: 2,056 mm
- Width: 746 mm
- Height: 1115 mm
- Wheelbase: 1,431 mm
- Dry weight: 176 kg
- Weight in running order: 200 kg
- Train before
- Showa BPF inverted telescopic fork Ø 43 mm, deb: 120 mm
- 2 discs Ø 320mm, radial monobloc 4 pistons Brembo calipers M4-32
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Sachs monoshock, deb: 130 mm
- 1 disc Ø 245 mm, 2 piston caliper
- Rear wheel:
180/60
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: by water
- Injection Ø 62 mm
- 2 ACT, desmodromic
- 4 valves per cylinder
-
955 cc
(100 x 60.8 mm) -
157
ch
at 10,500 rpm -
10.90 mkg
at 9000 rpm - Weight ratio /
power
: 1.12
kg / hp - Compression: 12.5: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2019 MV-Agusta F3 800
Gallery
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