Ducati Panigale 899 and Suzuki GSX-R 750 in the test

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Ducati Panigale 899 and Suzuki GSX-R 750 in the test

Italo-V2 against Japanese four-four

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Two-cylinder versus four-cylinder, advanced driver assistance systems meet technical purism, classy forms meet stylish home cooking: a clear victory for the more modern concept? Wait! We test Ducati Panigale 899 and Suzuki GSX-R 750 in comparison.

Racetrack

Crime scene “Automotodrom Grobnik” near Rijeka, Croatia: The brand new Ducati challenges on the historic race track 8th99 Panigale duel the seasoned evergreen Suzuki GSX-R 750. As a small offshoot of the powerful 1199 Panigale superbike, the 899 earned a lot of praise at its premiere in autumn. Very well maneuverable and controllable, with a lot of polish and demeanor, it clearly distinguishes itself from its big, rough sister. A wonderful analogy to the Suzuki, because it is also more sociable than its strong, asphalt-shredding Superbike counterpart. So what could be more natural than a comparison

Ducati Panigale 899 and Suzuki GSX-R 750 in the test

Italo-V2 against Japanese four-four

Ducati 899 Panigale and Suzuki GSX-R 750. Now it’s time to hit the slopes. So put on racing soles and go! The Pirelli Diablo Supercorsa in the hardest compound (SC2) is used as a uniform rubber. The slippers (rear in the new-fashioned 180/60 dimension) are good-natured and work very well even at outside temperatures of just under ten degrees. The fact that the front tire in particular tears on the flanks after around two hours of driving is due to the extremely grippy, tire-killing slope. Side tip: If you don’t work on the last tenth of a second, you will find good, street-legal sports tires in Rijeka.

Ducati 899 Panigale on the racetrack

The Ducati 899 Panigale cuts a fine figure on the race track. A short steering impulse is enough and bang, and the Italian turns into a corner. It circles the radii accurately and stably, the pilot only has to keep it in line with a slight amount of physical effort when the bike is at a great incline, as the bike is minimally pushed outwards. At 710 millimeters, the handlebars, which are unusually wide for a super sports car, support the Panigale driver in this exercise. The fork responds excellently and has immense damping reserves. Because of the sometimes extremely pitted subsurface, we only turn the adjusting screw gently.

The shock absorber of the Ducati 899 Panigale works a little less tightly, but is also sufficiently damped for quick hobbyists. The brakes meet the highest demands. They pack a lot, are easy to dose and never fail. In addition, the adjustable and disengageable ABS supports even ambitious late brakes. At the sharpest of three levels (one), it only intervenes on the front wheel, which enables advanced skiers to make splendid braking drifts. However, an anti-hopping clutch is missing so that this always works perfectly. If you don’t like a rear wheel breaking away, choose level two. This keeps the wheels on track, but stoppies are possible to a limited extent. In position three, the ABS regulates very early and the rear wheel stays on the ground – the perfect level for cautious contemporaries or wet conditions. In addition to the anti-lock device, the small Panigale also offers other contemporary features: various driving modes, adjustable traction control (DTC), an automatic gearshift (DQS) and the also adjustable engine brake EBC.

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Ducati 899 Panigale in the driving report

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Ducati 899 Panigale in the PS driving report

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Grab the Suzuki GSX-R 750 by the horns

You won’t find any of that on the Suzuki GSX-R 750. In general, the Gixxe looks quite antiquated in contrast to the Ducati Panigale 899. It starts with the slightly chubby outfit, continues with the inactive driver position with a deep seat and comparatively narrow handlebars, and culminates in the lack of driver assistance. It was last renovated for the 2011 model year – especially in times of modern electronic control systems, a small eternity.

After all, just like the Ducati Panigale 899, it has a fine Big Piston fork with plenty of damping. It guides the front wheel very safely and reports clearly on the driving condition. The shock absorber, on the other hand, could use a little more damping. When dancing on the last groove, the rear section appears slightly unstable, and the jockey also misses the last bit of transparency. When turning in, the rear-heavy Suzi needs significantly more power than the Duc. Countermeasure: Lower the front by moving the fork five millimeters up through the bridges. After this cure, the Gixxe angles noticeably more light-footed, but she still wants to be grabbed by the horns when turning. This is not due to its weight – after all, the Suzuki GSX-R 750 weighs six kilograms less fat than the small Ducati (194 to 200 kilograms). Apparently the Italian distributes her pounds more skilfully, which is why she scores heavily in terms of driving characteristics.

The Suzuki GSX-R 750 also loses out when it comes to anchoring. The pure deceleration performance is okay, but the pilot has to act like a blacksmith for short braking distances. Somewhat more aggressive rubbers would certainly help here. Does the Japanese have any advantage over her opponent on the chassis side? Yes, absolutely! Once on course, it keeps neatly in line even on the deepest slopes. In addition, it is equipped with an anti-hopping clutch, which effectively prevents brake pistons. Stunned faces when looking at the stopwatch: The aged Gixxe only loses two academic tenths of 1.40.9 minutes compared to the progressive Ducati Panigale 899 (1.40.7 min)! How is that possible?

All used offers: Suzuki GSX-R 750

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Race track classification goes to little Panigale

Put on racing soles and go! The Pirelli Diablo Supercorsa in the hardest mixture (SC2) is used as a uniform rubber.

On the one hand, the ratio of the Ducati Panigale 899 does not fit perfectly with the Rijeka circuit. In some corners the second course is too short, the third too long. This means that the Italian cannot always work in her most powerful and high-torque range. This only starts from around 7000 rpm, below which there is a noticeable gap in performance. Similar to its big sister 1199 Panigale, the 899 is designed for a two-cylinder with a very short stroke.

Due to the concept, the Suzuki GSX-R 750 has significantly more speed reserves, which saves it some gear changes. In addition, the top performance of the Japanese is, despite a clear displacement disadvantage with measured 138 hp, only four hp below that of the Ducati. The bottom line is that the race track ranking goes clearly to the Duc – for two reasons: firstly, thanks to its better chassis, the driver can shoot around the course with much less stress, and secondly, ABS help & Co. to prevent departures, which also lowers the stress level.

Country road

Despite the older concept, the Suzuki keeps up very well with the Panigale, especially on country roads. The Suzi-Plus is comfort and pulling power.

Although they are not used as often in public areas as they are on the race, these systems also offer more security and convey a better feeling. But feeling is also created by sound. Regardless of whether you are into hot four-cylinder screeching or love dull V2 banging – the two athletes deliver the finest listening pleasure for every taste. However, the Ducati Panigale 899 hammers so loudly that the eavesdroppers glow. In addition, the two-cylinder needs quite high engine speeds on country roads when the pilot is in combat mode. With its silky smooth engine running and the finest manners when applying the gas, the Panigale partially compensates for these inadequacies. In addition, shifting up under load thanks to the Quickshifter is endless fun.

Clear victory for the newer concept

Although it has no automatic gearshift, gear changes are also very smooth on the Suzuki GSX-R 750. It even handles downshifts a little better than the Panigale. In terms of throttle response and smoothness, the quad does not quite reach the level of the Ducati drive. Because of its high maneuverability, the Japanese translated it comparatively briefly. Because of this, and because of the homogeneous power output and the excellent controllable clutch, the Suzi burns her opponent at least six tenths (8.6 s to 9.2 s) in the sprint from zero to 200 km / h. In addition, it distances the Ducati Panigale 899 by just under a second (10.2 s to 11.1 s) when pulling through in the last gear from 50 to 150 km / h. Even if the performance diagram says otherwise, the Suzuki of the Panigale is not so easy to take the butter off the bread.

The same applies to the chassis. The Suzi shock absorber is sufficiently tightly damped on country roads and has separate high and low-speed compression stages. With the right setup, the Monoshock smooths especially hard edges better than that of the Ducati Panigale 899, which works a bit bumpy on very lousy terrain. In addition, the Suzuki GSX-R 750 with the standard Bridgestone BT 016 tires in the special specification “G” turns noticeably more manageable in the corners than on the racing slippers. The catch: At an estimated 40 degrees incline, the skin gives the pilot the feeling that the load is about to slip over the front wheel – clearly too early! The Pirelli Diablo Rosso Corsa of the Ducati is not that handy, but it offers plenty of support in every situation. So a clear victory for the more modern concept? Yes! But in terms of pure performance, the two are closer together than expected. And that’s a real surprise.

Ducati 899 Panigale

Very well maneuverable and controllable, with a lot of polish and behavior, it clearly distinguishes itself from its big, rough sister.

drive
Two-cylinder 90-degree V-engine, four valves / cylinder, 109 kW (148 PS) at 10,750 / min *, 99 Nm at 9000 / min *, 898 cm³, bore / stroke: 100.0 / 57.2 mm, compression ratio: 12.5: 1, ignition / injection system, 62 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain, traction control.

landing gear
Load-bearing motor with light metal subframe, steering head angle: 66 degrees, caster: 96 mm, wheelbase: 1426 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm.

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/60 ZR 17, first tires: Pirelli Diablo Rosso Corsa, 320 mm double disc brakes with radially attached four-piston fixed calipers at the front, 245 -mm single disc with two-piston fixed caliper at the rear.

measurements and weight
Length / width / height: 2075/820/1100 mm, seat / handlebar height: 825/860 mm, handlebar width: 710 mm, 200 kg fully fueled, v./h .: 52.4 / 47.6%.

Rear wheel power in last gear: 96 kW (131 PS) at 248 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 6.9 liters / 100 km, tank capacity 17 liters, range: 246 km

Base price: 15,490 euros (plus additional costs)

* Manufacturer information

HP setup race track (country road)

The shock absorber works a little less tightly, but is also sufficiently damped for speedy hobbyists.

  Ducati 899 Panigale
fork
stat.neg. Suspension travel 36 mm (36 mm)
Pressure level 6 U open (7 U open)
Rebound 6 U open (6 U open)
level default
Strut
stat.neg. Suspension travel 13 mm (13 mm)
Pressure level high –
Low compression 1 U open (completely open)
Rebound 8 K open (13 K open)
level default
all damping settings from completely closed
counted; static negative spring deflection standing vertically
without driver; U = revolutions; K = clicks

Suzuki GSX-R 750

The Suzuki has a slightly chubby outfit.

drive
Four-cylinder in-line engine, four valves / cylinder, 110 kW (150 PS) at 13,200 / min *, 86 Nm at 11,200 / min *, 750 cm³, bore / stroke: 70.0 / 48.7 mm, compression ratio: 12, 5: 1, ignition / injection system, 42 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain.

landing gear
Light metal bridge frame, steering head angle: 66.5 degrees, caster: 97 mm, wheelbase: 1395 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm.

Wheels and brakes
Cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT 016 "G", 310 mm double disc brakes with radially attached four- piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear.

measurements and weight
Length / width / height: 2040/820/1140 mm, seat / handlebar height: 805/845 mm, handlebar width: 635 mm, 194 kg fully fueled, v./h .: 52.6 / 47.4%.

Rear wheel power in last gear: 95 kW (129 PS) at 251 km / h

consumption
Fuel type: Super unleaded. Average test consumption: 7.3 liters / 100 km, tank capacity 17 liters, range: 232 km

Base price: 11,490 euros (plus additional costs)

HP setup race track (country road)

The Suzuki cockpit with a large analog tachometer is very clear and easy to read.


 Suzuki GSX-R 750
fork
stat.neg. Suspension travel
 34 mm (34 mm)
Pressure level
 6 U open (7 U open)
Rebound
 3 U open (4 U open)
level
 Front lowered by 5 mm
Strut
stat.neg. Suspension travel
 8 mm (8 mm)
Pressure level high
 2.75 U open (completely open)
Low compression
 0.25 U open (1.5 U open)
Rebound
 0.25 U open (2 U open)
level
 default
all damping settings from completely closed
counted; static negative spring deflection standing vertically
without driver; U = revolutions; K = clicks

PS readings

Feeling is also created by sound. Regardless of whether you are into hot four-cylinder screeching or love dull V2 banging – the two athletes deliver the finest listening pleasure for every taste.

Readings

PS

The values ​​measured by PS,

The performance diagram shows the difference in displacement from 898 (Ducati) to 750 (Suzuki) cubic centimeters – the Ducati 899 Panigale outperforms the Suzuki GSX-R 750 at every speed. In practice, however, mere power is only half the story. The performance depends a lot on the gear ratio, the power curve and the usable speed range. The Panigale falls into a noticeable torque hole between 4000 rpm and around 7000 rpm, which is why it has to be driven at high revs at a brisk pace. The performance of the GSX-R is much more homogeneous, which makes it easy to calculate. The dashed red line shows the power-reduced wet mode of the Panigale.

Performance

Acceleration** Draft ** Maximum-
dizzy-
ability *
0 -100 
km / h		 0 -150 
km / h		 0-200 
km / h		 50-100 
km / h		 100-150 
km / h
Ducati 899 Panigale  3.6 s 5.9 s 9.2 s 5.6 s 5.5 s 270 km / h
Suzuki GSX-R 750 3.2 s 5.2 s 8.6 s 5.3 s 4.9 s 280 km / h
* Manufacturer information; ** PS measurement

rating

Max.
Points  		Ducati
899 Panigale  		Suzuki
GSX-R 750 
drive
acceleration 10 8th 8th
Draft 10 5 6th
Power delivery 10 6th 7th
Responsiveness 10 9 7th
Load change reaction 10 9 8th
Running culture 10 9 7th
Gear actuation 10 9 8th
Gear ratio 10 7th 9
Clutch function 10 4th 9
Traction control 10 9 –
Subtotal 100 75 69
landing gear
Driving stability 10 8th 7th
Handiness 10 9 7th
Cornering stability 10 9 8th
feedback 10 8th 7th
Suspension tuning
forehead		 10 9 9
Suspension tuning
back		 10 8th 8th
Braking effect 10 9 8th
Brake metering 10 9 7th
Erection moment
when braking		 10 9 7th
ABS function 10 9 –
Subtotal 100 87 68
Everyday life and driving fun
Sitting position 10 8th 7th
Windbreak 10 6th 6th
Furnishing 10 9 5
consumption 10 6th 5
Driving fun 10 9 8th
Subtotal 50 38 31
Total 250 200 168
placement   1. 2.

HP conclusion

In a direct comparison, the Ducati comes in first and the Suzuki in second place.

1st place: Ducati 899 Panigale
With ABS, traction control and other useful electronic features, the Panigale has a clear lead in points. In addition, it is perfectly balanced, handy, stable and has great brakes. A small downer is the drop in performance at medium speeds.

2nd place: Suzuki GSX-R 750
Suzi does well and doesn’t let herself be left out on the racetrack or on the country road. Nevertheless: Your concept is clearly grayed out, modernization urgently needed. When does Suzuki react?

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