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Some machines keep the dream alive; others put it within the reach of enthusiasts. This has been the case with the Ducati Desmoquattro for many generations. The 899 Panigale in turn completes a collection of the most emblematic. It replicates and complements the revolutionary 1199 Panigale as desired, as the 748 – 916, 749 – 999 did before it, and those for which it sounds the death knell, the 848 – 1098. Marked with the racing seal, the 899 Panigale sings as it does. a siren a melody stirring up desires for the road: a thicker saddle and a shorter final transmission than on the 1199. Could it be a calm rider? Never. Simply a Panigale which uses the road to go to the circuit … Or vice versa ?
From the LED eyes to the pierced bow, the illusion is (almost) perfect. Authentic muse of the slopes, temptress without sweeteners in the service of sport, the 899 opens the doors of the Panigale to you. Everything is there for the less strong purses, without undergoing the big ardor of a twin Superbike, but by preserving a lot of watts to have fun on the road as on the track. Among the Panigales, the 1199 plays in the Superbike court; the 899 strives in high definition sport. But but !!! For once, the copy is not complete. And it even lacks an element of capital stylistic importance. The single-sided arm! The 899 Panigale did not see fit to seize this superb element. Suddenly, it’s a classic swing arm that combines the wheel to the twin housings. Pity…
The style loses some of it, but the silhouette of the machine also remains captivating. It is just as logical to find the aluminum monocoque concept under the dress, housing the air box and supporting the steering column. The main part of the chassis hangs all its confidence on the engine casings. The weight distribution, 52% on the front and 48% on the rear, is identical to that of the 1199. On the other hand, on the front end, things are starting to change. The 50 mm Marzocchi fork pegged to the 1199 was replaced on the 899 by a Showa BPF with large 43 mm pistons. The Sachs lateral rear shock is still just as striking to look at. On these elements, the adjustment triplet is customary, with preload, compression and rebound..
And there is 10 mm less in diameter for the brake discs. As a result, there is just enough power left to stop a tank. And with the manner: because the 899 was very much inspired by the paraphernalia of the large Panigale to assist its braking. Large radial monobloc calipers from Brembo, M4-32s instead of M50s, 9ME sport ABS and EBC engine brake control. I detail a little:
ABS is programmable on 3 levels: the first is circuit type, acting only on the front. The second, more sport-road, has an anti-lift system for the rear wheel. Level 3 fully optimizes stability and the anti-lift function is pushed to the maximum. Each level is associated with a driving mode. The ABS can be disconnected as an option for each Driving Mode via the dashboard.
The EBC also acts on 3 levels and is also associated with each driving mode. It acts on the electronic accelerator to reverse torque and optimize stability during hard braking..
Will it grow that much that the electronics are called to great reinforcements? Much more than an ordinary sporty twin. Here, we border the Superbike. The “little” Superquadro spits fire into its pistons. With dimensions of 100 mm x 57.2 mm, the engine clearly favors power. Since the block of the 1199, the bore has lost 12 mm and the stroke 3.6 mm. The maximum torque of 10.1 mkg, barely greater than that of the 848, is obtained 750 trs lower, at 9,000 revs.
And how many horses do we get out of this super desmo? No less than 148. A hell of a good performance for a twin on the border of 900 cc. It is quite simply the power of the R1 when it came out … which had 2 cylinders and 100 cc more.
Technically, this block incorporates all the technological panoply of the big 1199 cc Superquadro. Like the Vacural process for the housings, the ovalized injection bodies, the secondary air intake, the desmo distribution driven by a chain-pinion assembly, and the same gearbox.
As we have seen previously, the learned chips come to assist braking. But this is not the only area where they are undertaking. Ducatis have been masters of high tech for some time, Panigale first. The little one will thus be entitled to the multitude of co-pilots developed at Ducat ‘. So we listed engine control under braking, 3-mode ABS, the ride by wire handle … What else is taxed at the 1199 Panigale ?
Ah yes, the Riding Modes. Three in number, they play on the engine mapping, ABS, traction control and engine braking. Let’s see the level of intervention:
“Race” mode: it provides 148 hp to the pilot as well as a direct response to the throttle grip, reducing traction control intervention, a “race” oriented engine brake and an ABS only at the front with a rear wheel anti-lift reduction.
“Sport” mode: All the power is also available but it is delivered with
flexible throttle opening at the handle, superior anti-slip intervention, greater engine brake control and ABS with increased rear wheel anti-lift.
“Rain” mode: Power drops to 110 hp, delivered smoothly by the electronic throttle (RbW), increases traction control intervention (DTC), proper engine brake control and full ABS action for low grip conditions. 
A small shifter to complete the whole, gain some performance crumbs and calm the left hand in full throttle. Optionally, the DDA + data analysis module with GPS. And any biker who has approached the 1199 Panigale could only marvel at this exceptional dashboard, a veritable tablet bribed by the competition. So, we will find on the 899 the same tab…
Well no, the 899 Panigale has reserved a new dashboard for us. An LCD bargraph model like on the fire the 1198 and 848. Did Ducati really need to save money at this level? ?
From where this chapter which relieves and bruises at the same time. By removing a little nobility and reducing its displacement, Ducati advances a Panigale which goes from more than 19,000 euros in its 1199 opus to less than 16,000 euros in this 899 version. It is also 1000 euros more than the 848 qu ‘she is dating in the closet. The 748 and 749 sweated the SuperSport; the 848 opened the dream of the Superbike; the 899 Panigale takes you on the road.
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15,790 €
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Replaces
848 evo 2013
Model marketed in
2014
2015
Performances
-
Max speed:
about 270 km / h
The technical aspect
Ducati 899 PANIGALE 2014
- Frame
- Frame: aluminum monocoque
- Tank: 17 liters
- Seat height: 830 mm
- Length: 2,075 mm
- Height: 1,100 mm
- Wheelbase: 1,426 mm
- Dry weight: 169 kg
- Weight in running order: 193 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
-
898 cc
(100 x 57.2 mm) -
148
ch
at 10,750 rpm -
10.10 mkg
at 9000 rpm - Weight ratio /
power
: 1.14
kg / hp - Compression: 12.5: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Suzuki 750 GSX-R 2014
MV-Agusta F3 800 2014
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