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New models Ducati 899 Panigale

Strong baby

If the big Ducati Panigale 1199 storms with a brute engine and brutal use of power over the slopes of this earth, connoisseurs will soon be able to buy a defused variant with less displacement and pressure. For the new, smaller 899 version, Ducati rebuilt the load-bearing V2, surprisingly, significantly.

W.ar to drive the 848 better than the biting 1198 for many Ducati fans, history could repeat itself: the energetic Italians around the new Ducati boss Claudio Domenicali are not only offering the flagship 1199 Panigale but also a smaller version, the 899 Panigale, in the dealers’ showrooms. Visually, the little one differs only insignificantly from the larger and significantly more expensive sister. The most obvious difference: Instead of the technically complex and expensive to manufacture single-sided swing arm, the Baby Panigale rear wheel is guided by a two-sided swing arm. This in no way seems out of place, but fits in perfectly with the overall design of the still fascinatingly designed super sports machine.

New models Ducati 899 Panigale

Strong baby

Ducati true to the ultra-short stroke principle. After all, almost 42 millimeter large intake valves take care of plenty of fresh gas, which flows through oval and incredibly large throttle valves. If these were made as a circle, they would have a diameter of 62 millimeters.

So the 899 V2 was given new pistons, cylinders, heads and valves, quite a modification, which of course also required a fundamentally newly developed mapping. The 900 should achieve a whopping 148 hp at 10,750 rpm, which is quite a lot. One remembers, for example, the older Honda Fireblades, which with 900 cm3 never achieved over 130 hp despite four cylinders, or the first Yamaha R1, which with its 150 hp 1000 cc four-cylinder and a brutal performance curve some pilots at the end of the last millennium promoted to botany. But what was considered brutal 15 years ago is supposed to be gentle and “midsize” today. One thing is clear: almost 150 hp are enough for most, and if the Ducati press release is true, they can enjoy an ultra-soft power delivery. After all, the smaller Desmo-V2 should also develop almost 100 Nm of torque, which is a considerable yield for a free-suction engine.

The 899 is hardly any lighter than its big sister. With a full tank of fuel and ABS, Ducati reports 193 kilograms, at least ten kilograms less than the aforementioned R1, which at the time also had no ABS on board. When it comes to electronics, the Italians hardly compromise: ABS, ride-by-wire, traction control, braking torque control, quickshifter and three driving modes will support the 899 pilot when accelerating and braking. In terms of the chassis, you can look forward to a handling-optimized set-up. The rear wheel, for example, is equipped with a 180 tire, which certainly rolls around bends much more neutrally than the much-criticized 200 of its big sister. The Sachs shock absorber and Showa fork are well-known high-performance components, as are the great 320 Brembo brakes in the front wheel.

Little is saved on the other equipment. Exception: The great colored dashboard of the big ones will probably give way to a black and white display in order to enable the targeted price. Because at around 15,500 euros, the technically hardly less complex 899 should be sold much cheaper than the thick 1200. Many will choose the 899 in classic Italian red, a white version is also available.

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