Ducati 899 Panigale
The 899 Minigale didn’t have a great time at Portimao. It was desperately slow everywhere, the gearing was wrong everywhere, and the data revealed the numbers were lacking. Everywhere. It owned the slowest lap time by a gaping chasm, and the slowest top speed, but the good news is the lil’ Panigale feels awesome, nearly everywhere.
Ducati sold over 150 baby Panigales in December 2013, and another shed-load to date this term. We can see why. This is a bike that will never be raced (except in its one make series), so Ducati had a blank canvas to work with. On paper, the 899 is just a smaller motor with minor chassis tweaks and a double- sided swingarm. In reality, it’s a whole lot more than that. The engine doesn’t bully the chassis into submission – or massive bloody tankslappers. It’s a far more serene ride, easier to exploit the limits, although still very distinct if you’ve never ridden a monocoque chassis.
However soft or compliant the suspension set-up is, there’s no hiding from the monocoque's inherent stiffness. The trellis rear subframe adds some much-needed flex and the 899 is more lenient than its raucous big brother.
A combination of aggressive geometry and lightweight stats equals a sharp, poised supermid that dances lightly on its springs. The standard
set-up is bordering on perfection. Not a hint of weight transfer, and the balance of the 899 is seldom questioned.
After generations of slender, uncomfortable Ducatis, the Panigale’s stature is welcomed by normal-sized humans. Bar sore wrists on long rides, the exceptionally tall seat height and sizeable cockpit is an ergonomist’s dream.
On track, you’re always left wanting another few thousand revs more from the 899’s top-end (according to Desmo experts, the standard internals can't handle more rpm). There’s a narrow range of revs to delicately play with, courtesy of the Superquadro’s naturally frenzied manners, and it’s vital you keep it spinning in the go-zone. Ducati’s well-worked ride-by-wire throttle responds crisply with instant dollops of power surging towards the redline.
No longer can anyone use short, complicated and pricey service intervals as an excuse not to buy from Bologna. Despite the immense rise in engine performance and the rage in which its delivered, the Superquadro isn't a pedigree race engine demanding frequent outings on a workbench. 15,000 miles between valve checks won't scare owners.
None of the 899’s direct competitors can match its tech-perpound performance. Sharing the same traction control, Engine Braking Control, rider modes and ABS as the 1199, a myriad of electronic set-up options await your fingertips. You’ll be surprised at how unassuming areas of the bike can be affected by changing the EBC.
Having raced an 899 in the TriOptions Cup, the whole paddock
T he 899 is a fantastic road bi ke, probably Ducati's finest...
has been left scratching their heads/ balls as to why it lacks outright pace against the stopwatch; it’s faster, leaner, meaner, with supreme electronics. Only the complete lack of midrange and monocoque chassis can apportion blame.
Despite getting mullered here, the 899 (like the Fireblade) is a fantastic road bike, probably Ducati’s best road-legal effort. It's the perfect blend of power and usability. You’ll never notice the deficiency in braking power, and you’ll probably never guess it needs a slipper clutch. And you’ll probably never need to adjust the Engine Braking Control. And...