Thursday, January 29, 2015

2013 Ducati Superbike 1199 Panigale

2013 Ducati Superbike 1199 Panigale 

  • 2013 ducati superbike 1199 panigale r - DOC483296
  • 2013 ducati superbike 1199 panigale r - DOC483298
  • 2013 ducati superbike 1199 panigale r - DOC483299


The 1199 Panigale is one of the most wanted supersport models in its class. The motorcycle is especially appreciated for its top notch driving dynamics, the strong engine and its state of the art technologies. Though, Ducati thought that its bike is still not as capable as they want, so they went on and upgraded it.
As a result, the 2013 Ducati 1199 Panigale R is 10 kg lighter and 25 hp stronger than the previous generation. Power comes from the strong Superquadro which is the most powerful twin-cylinder engine on the planet. The engine’s power has been increased up to 195 HP@10,750 rpm, while torque has been increased as well, to 13.5 kgm@9,000 rpm. Moreover the 1199 Panigale R is also offered with the Riding Mode options, which let you modulate power delivery based on riding style and road conditions.

Hit the jump for more information on the 2013 Ducati Superbike 1199 Panigale R.


Ducati Superbike 1199 Panigale R
Unbelievable performance and technological excellence proclaim this the new queen of the Superbike family. Born of the world of competitive racing, the 1199 Panigale R is an exclusive and treasured interpretation of man’s passion for the racetrack: titanium piston rods, carbon fibre bodywork, Ducati Performance racing exhaust and livery inspired by the Ducati Corse. Perfection was never so close.


Extreme Standart of Reference
The 1199 Panigale sets a new and extreme standard of reference in the world of superport bikes. The project that brought the 1199 Panigale into being based itself on two seemingly impossible objectives, which have been brilliantly achieved: a 10 kg reduction in weight and a 25 HP increase in power. Its arrival is a milestone in the glorious history of the Ducati Superbike.
Distinctively Ducati
The beauty of speed translated into design. The pure racing spirit is instantly channelled into the rider just by gripping the 1199 Panigale’s handlebar. The front headlamp disappears into the air scoops to give a look of no holds-barred competition. While the 1199 Panigale features LEDs for position lights and lamps for the headlights, the S versions and S Tricolore and R versions have full LED lighting, a totally new concept for motorcycles. The elegant forms of the saddle and the tail are heightened by the position of the exhaust and by the full LED tail light. Perspectives and lines are designed to attain aesthetic perfection; every one of its components is a true achievement in the integration of engineering and design. Breathtaking, trademark Ducati design.
The 1199 Panigale is a bike that conveys power, elegance and agility.


The engine has been designed as the structural element of the frame. As such, its architecture has been completely reviewed to ensure the best design in terms of structure, weight distribution and robustness.
The cylinders, at a 90° angle of each other, have been rolled back an additional 6° on the crankcase to produce a 21° angle between the front cylinder and the horizontal plane. This has allowed the engine to go forward by 32 mm, as a result improving the distribution of weights between the front and rear end and achieving the perfect position of the fastening points of the cylinder heads into the monocoque chassis of the 1199 Panigale.
The crankcases, produced through a vacuum casting technology called Vacural®, ensure a maximum reduction in weight, a uniform wall thickness and superior mechanical strength, and are designed in such a way to incorporate the water jacket around the cylinder barrels. The Superquadro engine is fitted with aluminum wet barrels coated in Nicasil inserted into the holes of the engine block’s housing during the initial stages of assembly. This design allows the head to be fastened directly onto the crankcase, combining the needs for rigidity of the engine’s structure with a significant advantage in terms of compactness. Due to their thin walls, the barrels also achieve an effective thermal exchange with the coolant running along the walls. In addition to the barrels, the crankcase stands out for the use of main bearing shells, previously utilised only in the Ducati Desmosedici RR engine. The elimination of the ball bearings has made it possible to increase the diameter of the journals for the main bearings of the crankshaft, allowing an increase in the section of the engine block in the area surrounding the main bearing journals so as to maximise the rigidity and the mechanical strength and adapt it to the extreme power of the Superquadro.
At the extremity of the exhaust camshaft of each cylinder head is a centrifugal decompressor. On start-up, the device allows the profile of the cam opening lobe to be modified, resulting in a slight lift of the valve that discharges part of the mix contained in the combustion chamber during the engine’s compression phase. This effect makes it possible to reduce the resistance to the motion of the piston in the compression phase. Once the engine is started, the increase in rpms and the relative centrifugal force modify the configuration of the device, cancelling the effect of the valve lift and bringing the engine back to normal operating conditions. This ingenious device facilitates the starting of the Superquadro engine without having to use a more powerful battery and a large starting motor, in turn making it possible to reduce the overall weight of the vehicle by 3.3 kg. The system further underlines the synergistic strength achieved by engineers and designers in the intense effort to reduce the bike’s weight.
Ducati engineers took their design freedom to the limit by increasing the distance between centres of the six-speed gearbox shafts and allowing the use of wheels with an increased diameter and superior strength for the transmission of power delivered. The oil bath clutch is a new feature for a Ducati Superbike at the top of the range. The design of the clutch, very similar to the Multistrada and Diavel models, provides for a progressive system which allows the load to be increased on plates without penalising the effort required required by the rider to pull the lever and disengage the clutch. This optimally satisfies both the need of high torque transmission and an optimum comfort for the rider. In sport riding conditions with abrupt shifting down and heavy exhaust braking, the same mechanism reduces the pressure on clutch plates, allowing them to slip as in a racing system, contrasting with the loss of stability of the rear end during aggressive shifting down and offering the supplementary advantage of an excellent modulability during hard braking into corners.
The increased amount of air and fuel the engine can mix due to the larger diameter of intake valves is guaranteed by the new oval-sectioned throttle bodies, which compared to a 63.9 equivalent diameter as on the 1198 Testastretta Evoluzione has been increased to an incredible 67.5 mm. The throttle bodies are controlled by a full Ride-by-Wire system, each separate from the other and are fitted with 2 injectors each: the first is set below the throttle and feeds the engine in conditions of low load use, whereas the second is fitted above the throttle, is activated when the engine is given the command to unleash its maximum performance.
Essential Desmo
The need to control the enlarged valves with the extremely precise Desmodromic system prompted engineers to replace the original belt transmission, mounted on the first Ducati Pantah in 1979, with a configuration mixing both chain and gears. As a result, the chain timing allows an efficient transmission of the motion between crankshaft and camshaft transmission and thanks to the automatic tensioning adjustment, ensures constant reliability and a reduction in routine maintenance costs.
The journals of the main bearings are lubricated by pressurised oil admitted through ducts inside the engine block. This serves to assure the efficient lubrication of the new crankshaft, followed by a rapid recovery of the oil thanks to a new Ducati component, a lobe pump that places the connecting rod compartment under vacuum, similar to the engines used for the MotoGP races. The pump is driven by gears built in a special high-strength techno-polymer and maintains the crankcase area below the pistons in controlled conditions of constant vacuum, thereby reducing the resistance during the downward travel and assuring an efficient recovery of lubricating oil in any condition of engine use.
Full Ride by Wire
The opening and closing of the fuel feed throttles on the Superquadro are controlled by the electronic device Ride by Wire. The absence of a mechanical connection between the twistgrip and the throttle bodies allows the engine ECU to regulate the power delivery by acting upon the throttle’s opening angle; the Ride by Wire makes it possible to have different power and delivery based on the selected Riding Mode (Power Modes), and also to punctually manage the engine brake (EBC), as well as aiding to control the slipping of the rear wheel (DTC).
Magnesium Covers
The clutch covers, the cylinder head covers and the oil pan are all produced in a magnesium alloy casting to ensure the lowest weight of the engine while guaranteeing the desired mechanical strength.
Flawless Performance
The Superquadro is the most powerful twin-cylinder engine on the planet, and as evidence of the Ducati 1199 Panigale’s flawless performance, it has been given the task of equipping the new bike. In the innovative Superquadro engine, the power has been increased up to 195 HP@10,750 rpm, an absolute reference for a series-produced twin-cylinder, while torque has been increased to 13.5 kgm@9,000 rpm. And thanks to the Riding Mode options, the rider is able to modulate power delivery based on riding style and road conditions.
Superquadro Breathing
After achieving the goal of improving engine "breathing", the Superquadro engineers turned their attention to the next challenge: to attain an engine calibration that optimally combines the high-performance delivery with regular operation achieved by reducing the cyclic dispersion of combustion. To obtain this, Ducati introduced a system of secondary air that completes oxidisation of the unburnt hydrocarbons, effectively reducing the levels of carbon dioxide and carbon monoxide (CO). The system is controlled by an electronic valve commanded by the engine control unit and is activated according to the specific condition of engine operation. This valve makes it possible to let in the exhaust pipe of each cylinder head (in a position slightly downstream of the exhaust valve) a flow of clean air originating directly from the airbox. A second reed valve located in the engine head makes this flow unidirectional. The controlled inlet of oxygen makes it possible to complete the combustion of outgoing hot gases, eliminating eventual fractions of unburnt fuel which in certain conditions can reach the exhaust.
Extreme Bore/Stroke Ratio
The new bore/stroke ratio of 1.84:1 (112 mm bore/60.8 mm stroke) has superbly increased the revolutions thanks to the ultra-short stroke of the crankshaft, while the larger surface of the piston has led to an increase in valve diameter. Compared to the 1198 Testastretta Evoluzione engine, the intake valves have gone from 43.5 to 46.8 mm and exhaust valves from 34.5 to 38.2 mm.
Titanium Conrods
Titanium rods which are lighter and more resistant than those in steel are an evident racing component with clear advantages in terms of performance: their light weight together with greater mechanical robustness reduces rotating mass and also the mass in alternating motion, thus enabling high engine speeds with greater responsiveness to be achieved. The titanium rods on the 1199 Panigale R put the Superquadro in the best light and enable the rev limiter to be moved from the 11,500 rpm of the 1199 Panigale S to 12,000 rpm, thus offering thrilling race-level performance.


Height oh the pivot of the adjustable swingarm
Built for racing, the 1199 Panigale R gives riders a further degree of freedom in the choice of the optimal set-up of the bike, offering the possibility of moving the pivot of the swingarm, in order to increase or decrease the chain pull angle. By moving the pivot of the swingarm up, the chain pull angle increases, thus extending the single rear shock absorber. In this way the rear dive effect while accelerating is reduced, and consequently the unabsorbed torque is returned to provide greater drive. Should there be poor grip or rain, the 1199 Panigale R allows the swingarm to be adjusted to use lower chain pull angles, which make the application of the torque more linear and so provide greater stability. The new 1199 Panigale R offers four different levels for the swingarm pivot: starting from level 0, which corresponds to the chain pull angle of the standard 1199 Panigale, it is possible to increase the height of the swingarm pivot by 2 mm or decrease it by 2 or 4 mm.
Weight Distribution
The 1199 Panigale features a distribution of weights equivalent to 52% at the front and 48% at the rear without the rider. The ratio then becomes an optimal 50:50 when the rider is on the seat to guarantee absolute stability and handling. To achieve this optimal configuration, solutions were implemented to allow a concentration of the weights at the front: the engine has come forward 32 mm compared to the 1198, the exhaust system is placed under the engine, the rider’s position is advanced by 30 mm. Added to all this is the new single-sided swingarm in 100% cast aluminium secured directly to the rear of the engine, longer than the 1198 by 39 mm.
New ergonomic guidelines assure a perfect integration between rider and the motorcycle. The saddle-handlebar height has been lowered by 30 mm and the handlebar has been raised by 10 mm and broadened by 32 mm.
The 1199 Panigale S, 1199 Panigale S Tricolore and 1199 Panigale R flaunt elegant 3-spoke rims, forged and machined, produced by Marchesini. Finished in black and super lightweight, their weight has been reduced by 0.4 kg with respect to the previous versions.
Exhaust System
The layout of the exhaust manifolds is 2 into 1 into 2 with twin tailpipe under the sump. The design of the exhaust assembly is a work of highly refined engineering: the ends have a complex exterior shape due to the size restrictions necessitated by the "deep sump" of the engine (on the interior) and the leaning angle (on the exterior). The primary manifolds have a Ø 55 mm diameter, the central manifolds a Ø 57mm; they are built in stainless steel and have a thickness of 0.8 mm, with only the two short exits from the cylinder heads having a larger thickness (1.0 mm) to better resist vibrations.
Even the silencers are in stainless steel with exception of the outer sleeve (or outer jackets) in aluminium alloy with a 2 mm thickness (result of a process of pre-deep drawing, rolling and longitudinal welding). The reflection silencers have three chambers; in this application the chamber layout is especially complex with respect to the traditional design (used for the 1198) because the exhaust gas enters from the rear (with respect to the direction of travel) inside the silencer and exits again from the outside rear. From a construction perspective, this also implied a complex design, and at several stations of deep-drawing of the aesthetic rear endcap, the catalytic converters are positioned at the inlet of the silencers and have dimensions of Ø 80mm x 74.5 mm.
As a standard equipment the 1199 Panigale R comes with a Termignoni racing exhaust system, that allows you to use an additional engine map.
Innovative Suspension
On all models of the 1199 Panigale, the fork legs are set at an increased distance between centres, typical of racing bikes in the Superbike World Championship. Thanks to this detail, even the brake discs have a greater width when mounted to allow optimal cooling in any condition of use. The 1199 Panigale S and the Tricolore mount 43 mm Öhlins NIX30 forks at front and Öhlins TTX36 suspensions at rear, both fitted with the DES system (Ducati Electronic Suspension). They are electronically adjustable in compression and rebound, whereas preload adjustment is manual. The rear suspension of the 1199 Panigale provides for a lateral assembly to allow easy access to perform adjustments. The system has also been designed to enable linkage adjustment, which leads to two possible configurations of the rear suspension: "progressive" for road use with a passenger, and "flat" for use on the track.


Full TFT Instrument Panel
The instrument panel on the 1199 Panigale takes the revolutionary TFT panel designed for the Diavel to another, even superior, level by applying the most highly advanced technology in the field of data visualisation. The colour display’s configuration is variable and automatically adapts to the variations in environmental light and to the selected Riding Mode. In the "Road" and "Wet" Riding Modes, speed takes centre stage and is displayed in large numbers in the middle of the display, whereas the two boxes containing "supplementary information" underneath provide data on total mileage and engine coolant temperature. In the "Race" Riding Mode, the display layout is automatically reconfigured, shifting the display of the vehicle’s speed in the lower information box at left and making room for the last lap time, centrally displayed in large numbers.
Power Mode
The Power Modes are the different mappings of the engine that can be selected by the rider to adapt the level of power and its delivery to riding style and condition of the trajectory. Three power modes have been set for the 1199 Panigale, each matched to a Riding Mode:
  • 120 HP with ""soft"" power delivery
  • 195 HP with ""soft"" power delivery
  • 195 HP with ""instant"" power delivery
Riding Mode
The Riding Modes are programmed to instantly vary the engine’s Power Mode and suspension setup, in addition to the ABS, DTC and EBC levels. The available modes, Race, Sport and Wet, are the result of the combination of highly advanced dedicated technologies. The rider atop the 1199 Panigale can choose among three different pre-set configurations (Riding Modes) that best adapt to the riding style or conditions of the trajectory. The Riding Modes make it possible to instantly modify the power delivered by the engine (Power Mode), the activation levels of the ABS (when present), DTC, DQS and EBC, the graphics on the instrument panel and, on the "S and R" version, the suspensions setup (DES).
The available configurations for the 1199 Panigale include Race, Sport and Wet, with the rider left to customise the pre-configured settings of each Riding Mode as he pleases.
Anti-Lock Blocking System (ABS) 9ME
The ABS 9ME equipping the 1199 Panigale and 1199 Panigale S as an option and fitted as a standard on the Tricolore and R, is a latest-generation system with two channels that performs combined braking with control of the lifting of the rear wheel to guarantee not only shorter braking distances, but also the greatest stability during braking. Specifically intended for a sport use, the ABS 9ME, offers three levels of operation, each associated with a Riding Mode; in the RACE mode, the system works only on front discs to guarantee top performance during track use.
Set-up of the 1199 Panigale R
The 1199 Panigale R is the certified base model for the motorbike which will take part in the SBK World Championship in 2013. With the same technical features as the S Tricolore version, such as ABS and DDA+ as standard, with a 1.5 kg lower dry weight thanks to the numerous carbon fibre components with which the version is endowed, the 1199 Panigale R guarantees racing performance and genuine emotions. The sporting nature of the model is emphasised by the Ducati Corse-inspired livery, and by the accompanying accessories for racetrack use: the Termignoni exhaust, the aerodynamic screen and the rear-view mirror taps in aluminium .
Braking System
As an exclusive feature, the1199 Panigale is equipped with the brand new M50 Monoblock callipers. Sporting an extremely compact design that has led to a weight reduction of 7% with respect to the previous system and machined out of a single alloy block, the M50 callipers offer higher rigidity and deformation resistance during the hardest braking.
As an exclusive, all 1199 Panigale motorcycles sport new Pirelli Diablo Supercorsa SP tyres, the road version of the tyre used in the Superstock 1000 World Championship: 120/70 ZR17 at front and 200/55 x ZR17 at rear, the widest ever mounted on a Ducati Superbike designed for the road. Designed to maintain precise trajectories on straight stretches and around curves, the rear 200/55 x ZR17 tyre maximises the area of contact and the leaning speed by combining the 200 mm width with a higher profile. The tyres have structures and compounds deriving directly from the Pirelli experience in the Superbike World Championship, and feature casings specially studied to guarantee rigidity in extreme braking and shoulders that maximise the area of contact. In addition, the double compound obtained by using new polymers facilitates the rapid heating of the tyres and assures a constant grip.
Ducati Quick Shift (DQS)
The Ducati Quick Shift (DQS) is the electronic system that manages the gearbox and is used in competitions. It allows the gear to be engaged on acceleration without the use of the clutch and while maintaining the throttle open. The feature enables the rider to gain precious fractions of seconds, helping to considerably reduce lap times.
Component in Carbon
The 1199 Panigale R is enhanced with quality components in carbon fibre which help race performance and allow a reduction in the dry weight of 1.5 kg compared to the S Tricolore version, thus emphasising its racing character: swingarm protection, heel guards, belt covers, ignition switch cover, rear shock absorber cover, front and rear mudguards, and clutch cover protection.
Engine Brake Control (EBC)
The engine braking control system (EBC) works in combination with the slipper clutch to prevent and manage any blockage of the rear wheel when aggressively shifting down. If the system detects any slipping of the wheel, it sends a signal to the control device of the engine, which then slightly increases the rpms until the rear wheel resumes a speed conforming to that of the vehicle.
Ducati Traction Control (DTC)
The Ducati Traction Control (DTC) monitors control of the slipping of the rear tyre and operates on the basis of eight different levels of interaction, each of which has been programmed to respond to a different tolerance to rear slipping. Each Riding Mode is assigned a pre-set level of activation.
Level 8 indicates an activation of the system at the detection of the slightest slipping, while Level 1, reserved for very expert riders, has a higher tolerance and thus a less invasive intervention of the system.
The DDA+ (an option on the 1199 Panigale and 1199 Panigale S, standard on the Tricolore and R) is the latest generation of the Ducati Data Analyzer, which integrates the GPS signal to create a "virtual finish line". The system automatically detects, without any intervention by the rider, the conclusion of the lap and stops the chronometric time. Integration with the GPS signal also provides visualisation on the circuit map of the trajectories ridden and the main parameters of the vehicle: throttle opening, speed, rpm, gear engaged, engine temperature, DTC activation.
LED Lights
The 1199 Panigale S and Tricolore have all LED lighting, an absolute innovation in the world motorcycling. The total racing look of this new Superbike also comes through in the full LED twin headlamp at front designed to be an integral part of the front air scoops. The double LED lights at rear harmoniously wrap around the air vents in the seat-tail assembly and, when turned on, create an alluring effect of signalling lights enhanced by stop lights. LED has also been used for the front and rear turn indicators and the number plate light.


Ducati Superbike 1199 Panigale R
ENGINE TYPESuperquadro: L-twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
BORE X STROKE112x60.8mm
POWER143 kW (195 hp) @ 10,750 rpm
TORQUE132 Nm (98.1 lb-ft) @ 9,000 rpm
FUEL INJECTIONMitsubishi electronic fuel injection system. Twin injectors per cylinder. Full ride-by-wire elliptical throttle bodies.
EXHAUST2-1-2 system with catalytic converter and 2 lambda probes. Twin stainless steel mufflers with alumimum outer sleeves
GEARBOX6 speed
PRIMARY DRIVEStraight cut gears, Ratio 1.77:1
RATIO1=37/15 2=30/16 3=27/18 4=25/20 5=24/22 6=23/24
FINAL DRIVEChain 525; Front sprocket 15; Rear sprocket 39
CLUTCHSlipper and self-servo wet multiplate clutch with hydraulic control
FRAMEMonocoque Aluminium
FRONT SUSPENSIONÖhlins NIX30 43mm with TiN, fully adjustable usd fork. Electronic compression and rebound damping adjustment
FRONT WHEEL3-spoke forged light alloy 3.50" x 17"
FRONT TYRE120/70 ZR17 Pirelli Diablo Supercorsa SP
REAR SUSPENSIONFully adjustable Ohlins TTX36 unit. Electronic compression and rebound damping adjustment. Adjustable linkage: Progressive/flat. Aluminum single-sided swingarm.
REAR WHEEL3 spoke forged light alloy 6.00" x 17"
REAR TYRE200/55 ZR17 Pirelli Diablo Supercorsa SP
FRONT WHEEL TRAVEL120mm (4.72in)
REAR WHEEL TRAVEL130mm (5.12in)
FRONT BRAKE2 x 330mm semi-floating discs, radially mounted Brembo Monobloc M50- 4piston callipers with ABS
REAR BRAKE245mm disc, 2-piston calliper with ABS
INSTRUMENTATIONDigital unit with TFT colour display: rev counter, speed, gear selected, odometer [Menù 1: trip 1, trip 2, trip fuel], coolant temp [Menù 2: average and actual fuel comsumption, average speed, trip time, air temperature], lap times, selected Riding Mode, DTC level, EBC level, DQS status, ABS level, DDA status (only if mounted), GPS status (only if mounted), SERVICE, diagnostic, clock, full status and/or management of Riding Modes, ""Parking"" mode. Display lay-out: ROAD/TRACK (integrated with Riding Modes). Display backlight colours: DAY/NIGHT (manual or auto selection). Warning lights: oil pressure, neutral, EOBD, turn signals, fuel reserve, high-beam, ABS (if oem), over rev, DTC intervention, immobilizer (in Key-off). DES control (Electronic Suspension). Light control: automatic shutdown while engine start, automatic shutdown after 60s from key-on without engine ignition. All funtions integrated and managed by left and right handlebar switches
DRY WEIGHT165kg (364lb)
WET WEIGHT(KERB)189kg (417lb)
SEAT HEIGHT825mm (32.48in)
WHEELBASE1437mm (56.6in)
TRAIL100mm (3.9in)
FUEL TANK CAPACITY17l - 4.5 gallon (US)
STANDARD EQUIPMENTRiding Modes, Power Modes, ABS, DTC, DQS, DDA+, DES, EBC, Fully RbW. Titanium connecting rods. Carbon fibre components: swingarm guard, heel guards, cover for conveyors, switch gear cover, cover for rear shock absorber, rear and front mudguard, cover for clutch case.
ADDITIONAL EQUIPMENTSPassenger seat and footpegs kit, Termignoni racing exhaust system, racing windshield, mirror plug in alluminium alloy
WARRANTY24 months unlimited mileage
MAINTENANCE SERVICE INTERVALS12.000 km (7,500m) /12 months
VALVE CLEARANCE CHECK4.000km (15,000m)
STANDARD EMISSIONSEuro 3 (Europe) - USA: follows the US Federal Regulation


THE NEW DUCATI SUPERBIKEDucati spent the past year preparing the 1199 Panigale for its World Superbike debut. Will this new big Twin win?

Team SBK Ducati Alstare
Ducati’s 1199 Panigale, with its radical 112 x 60.8mm bore and stroke and equally radical Vincent-like “frameless” construction, was a new model a year ago. It was raced in Superstock 1000 to prepare for its debut this season in the Superbike World Championship, and rumors are flying. I was given the privilege of three interviews with those who know what there is to know: Ducati General Manager Claudio Domenicali, Superbike Project Director Ernesto Marinelli and test rider Matteo Baiocco.
My interest was sparked by suggestions that the new engine’s power has traded away some of the 1198’s fabled midrange for more peak, and that handling has changed. There is special interest in the latter point because Ducati has not been able to make a success of similar frameless construction in MotoGP, leaving factory team riders Valentino Rossi and Nicky Hayden winless over the past two years (Rossi has now moved back to Yamaha).
Team SBK Ducati Alstare rider Carlos Checa has said the new bike has a different character. “It is more sensitive,” said the Spaniard. “You have to ride differently, less instinctively and with more precision.” He added that when behind four-cylinder machines in pre-season testing, he hadn’t lost much but couldn’t “even think of overtaking them.” Another commentator has said, “Bologna has been unable to increase the rpm much beyond stock,” and that the engine is “only powerful beyond 8000.”
“Stock” for this Panigale is 12,000 rpm, and the 4000-rpm range from 8000 to that point is a 33 percent powerband—quite good for a race engine. But it is also said the new engine lacks the strong midrange of the 1198.
Carlos Checa
Rider forward! Compare Carlos Checa’s seating position on the Ducati 1199 Panigale with that of the much more rearward Mike Hailwood era. Modern bikes are really dragsters with turning ability, so they need every bit of weight toward the front. Ducati claims a 52 percent front bias for the Panigale.
According to Domenicali, Ducati tried to extract everything from the platform. This is normal for Ducati, whose philosophy has been to mine all the power engineering can find in a new design and then civilize and make that power rideable. Those who remember Carl Fogarty’s career on Ducatis know that one minute he was complaining of no midrange (which had previously forced fellow Ducati rider Pier-Francesco Chili to use a corner-speed style), and then, when Ducati gave him more, of too much. This reveals the “plasticity” of modern powerbands, which can be manipulated both physically and electronically.
Domenicali also pointed out that the competition continues to improve. We saw this so powerfully last season as Tom Sykes’ Kawasaki ZX-10R, always very fast, gradually stopped eating its tires and began winning races. Aprilia kept pace, with Max Biaggi taking the title over Sykes by just a half-point.
Partly because of Ducati’s long success in the class, and partly because of the Twins’ 1200cc limit, the 1199 must breathe through two 50mm restrictors. “It is more complicated with the restrictor,” said Domenicali. “We are not yet able to reach our performance goals.”
I asked if Ducati had switched to a more physics-based approach to machine setup, as opposed to the company’s long, practical tradition of adhoc solutions. In MotoGP, it has often appeared as if the bike’s setup is what ought to work, rather than what the riders need.
“Absolutely not!” replied Domenicali. “We have the same people as before. We can make quick fixes, while not forgetting that we are engineers. Everything is about rider confidence. This is very clear to us.”
I asked if the new chassis has shown advantages. “It has been a big advantage in Superstock,” he said. “It allows later braking and more stable corner entry.”
Ducati 1199 Panigale stripped view #1
Internal airflow management, anyone? A major task for modern racing machines is to get hot radiator air out of the bike without toasting the rider and use just enough other airflow to keep the tightly packaged exhaust system from roasting nearby components.
When I asked similar questions of Marinelli, he said the riders still have a bit of chatter with the newly mandated 17-inch wheels, which replace the previous 16.5s. “The stiffness of the chassis changes overall behavior,” said Marinelli. “The bike is a lot more precise. It reacts more strongly [to control] than the 1198, which had a mushy feeling. There is more stability, especially entering corners, which enables later braking.”
The flexibility of the previous multi-tube “trellis” chassis is now legend, as one could see a slow wallowing motion through corners. Asked about this in 2002, Colin Edwards said, “Yeah, they wallow. But they dig in and go around the corner.” During Edwards’ time as a factory rider—he was SBK champion in 2000 and 2002—Honda bought and measured a Ducati, finding it half as stiff as its own chatter-prone V-Twin, the RC51. Only as Honda reduced stiffness and raised the chatter threshold could Edwards push Ducati’s Troy Bayliss hard enough to take the title from him. But in MotoGP, Casey Stoner said a few years ago that on the trellis chassis, “You can’t hit the same point two laps running.”
That kind of uncertainty, which Marinelli called “mushiness,” finally became so distracting that it had to be addressed. Ducati’s solution, in both MotoGP and SBK, has been to eliminate the chassis, connecting engine and steering head via a large and very stiff box structure that doubles as an airbox. On the MotoGP bike from 2009 onward, this was done in carbon fiber, while it is an aluminum casting on the new Panigale. This is a major element in the Panigale being 22 pounds lighter than the previous 1198.
Official consensus seems to be that this rigidity is troublesome only on MotoGP’s extremely stiff Bridgestone tires, while on the much more supple Pirellis of SBK, it is not.
“I don’t believe in a magic setup that works for many riders,” said Marinelli. “The setup is never the same between two riders. There are three basic kinds of riders: First is the very round rider, taking big lines, doing everything very gently, braking early and not so hard. He likes a stable motorcycle with a lot of trail.”
Carlos Checa tests the 1199 Panigale
Checa tests the 1199 Panigale in traditional, unpainted pre-season racing bodywork. You can see what the engineers are talking about when they say “mass centralization”: no heavy exhaust system under the seat, no grouping of parts behind the rider.
I thought immediately of Eddie Lawson, Jorge Lorenzo and Troy Corser.
“The second is the wild animal, like Troy Bayliss. He brakes late and very hard, tries to get the bike turned very quickly and is early on the gas. He wants less control effort, so stability is almost unimportant.”
Now, I thought of Ben Spies’ troubles this past year with overheated brakes and of Yamaha’s attempts to make him ride in Lorenzo’s corner-speed style.
“The third rider style is some combination of the first two.” Clearly, no one “magic setup” could be right for all three!
Regarding power, Marinelli said the 1199 “is close to the best four-cylinder at the moment, but the effect of the restrictor is worse than on the 1198 because the engine is revving higher, so friction is greater. It is as if you draw a line at 210 horsepower. And because of current Superbike regulations, you can tune less [i.e. fewer parts can be modified].”
I said to Marinelli that when I looked at the numbers, I thought the top Fours might have a 7-hp advantage. “More,” he said.
I also asked if the presence of the restrictor had forced Ducati to lengthen intake-valve timing as a means of allowing more time during which adequate air could pass through the terrible restrictors. (My experience dates from the AMA’s 1978 imposition of restrictors on the Yamaha TZ750). I asked this because such extended timing would have the effect of narrowing the engine’s power.
Marinelli heartily agreed that the restrictors are terrible—“a political problem”—but denied they had influenced cam timing.
Test rider Baiocco also shared his thoughts. “Luckily for me,” he said, “I started riding the new Superbike at its embryonic stage. I tested many, many parts over the past six months, but each time I was getting on a bike whose parts I did not know. Gradually, over time, it became clear which parts were associated with the fastest lap times.”
Matteo Baiocco
Matteo Baiocco used his Italian Superbike championship-winning experience on the 1198 to aid development of the 1199 Panigale that Checa and his Ducati Alstare teammate, Ayrton Badovini, are campaigning this season in the Superbike World Championship.
Baiocco said that by July, 2012, the new bike had surpassed the old, and at Mugello, he was faster on the new bike than on the 1198 he rode in last year’s Italian championship.
“I had to forget what I knew from the 1198 and ride in a new way. The new bike has reached a stiffer, more stable condition.”
In the larger picture, I wanted to know what effect the coming of Bernhard Gobmeier to Ducati would have. The German headed BMW’s Superbike project in recent years. Marinelli said Gobmeier has good experience in dealing with a variety of problems—a diplomatic reply that could mean anything.
Several of my questions, in particular those dealing with Ducati’s recent addition of adjustable swingarm pivot height—a new system of eccentrics allows making the pivot 2mm higher or either 2 or 4mm lower than stock—were answered equivocally. While the grapevine suggests that the stock pivot position was jacking up the back of the bike on corner exit, Domenicali said only that, “It is to fine-tune bike behavior when you put the throttle on.” Marinelli dismissed it as “a tool with other tools.”
A remark from Checa restores perspective: “The number-one problem is to know the 17-inch Pirellis; tires are 70 percent of a bike’s character.” About the Panigale, he said, “It behaves a bit like a MotoGP bike.”
In the past, Ducati has displayed great ingenuity in dealing with such issues, for its entire history in SBK has been of continuous adaptation to change. This is the very reason why Ducati’s persistent problem in MotoGP has been so puzzling. Things like peaky power or the 916’s very short swingarm or “trellis wallow” have in the past been taken in stride or even turned into advantages. So, too, it may turn out with the Panigale’s chassis stiffness and revvier engine. As the passage of days brings us into the 2013 SBK season, we have the pleasure of anticipation.

Saturday, December 27, 2014

Ducati Dream Tour

Ducati Dream Tour

An unforgettable weekend

Fulfil the dream of a weekend riding the world's most beautiful bikes on a journey of discovery through the places where they were born.

 With the Ducati Dream Tour you can spend three unforgettable days riding the world's most beautiful and high-performing sports bikes through the Emilian hills where they were conceived, and visiting the factory where they were born.

 The tour starts on Friday with a visit to the Ducati Museum and factory and, after you collect your Ducati, continues with a voyage of discovery through the Emilian Apennines.

 On a thrilling trip through the twists and turns, you can immerse yourself in your surroundings and the typical Italian countryside where you need only worry about enjoying yourself. Two professional test riders will accompany you along the route, specially designed to offer you the best of the Emilia region and the Ducati that you will ride, while a support truck following behind will transport your bags.

 To make this experience even more authentic, you will spend the night at the fantastic Palazzo di Varignana Resort, deep in the heart of the green hills. Fall in love with the traditional wines and foods of this fascinating region and with the sensational spa located within the resort.

 The weekend will conclude on Sunday afternoon when you will return the bike to Ducati's HQ

Thursday, December 25, 2014


2015 DUCATI MONSTER 821 – FIRST RIDEA Monster 1200 fitted with the 821cc Testastretta engine. No baloney!

Ducati Monster 821 action shot
Spare a thought for the long-suffering souls in Ducati’s PR department whose job it is to dream up clever ideas for the many new model launches. Especially when the new model in question isn’t so much new as an addition to an existing family.
And so the tagline for the launch of the 2015 Monster 821 was “Ducati is Bologna.” Which, depending on how you pronounce it, is what rival bike owners (and makers) have been saying all along! But in this case it’s not baloney, but Bologna—a.k.a. Ducati’s hometown, as the factory is located in a suburb called Borgo Panigale. That’s where the name of their latest top-shelf superbike comes from.
Ducati made a big deal out of this association, too, with a welcome speech by the mayor followed by a ride to dinner. This was a bit of a first, as there was a cocktail reception without any cocktails and dinner without any wine—unheard of in Italy! But we got to go on a police-escorted tour of the city and dine in the old mayor’s residence in the city center, parking all 40 of our blood-red bikes in a line and stopping traffic in all directions. It wasn’t quite as grand an affair as when Ducati took over the square to celebrate Casey Stoner’s 2007 MotoGP World Championship, but it was a privilege to be part of nonetheless. When it comes to hosting parties, Ducati does it right.
Ducati Monster 821 launch party scene
They do a pretty good job making motorcycles, too, as we discovered the following day when we headed into the Apennine Mountains south of Bologna for a test ride.
At its essence, this latest Monster is the 1200 fitted with the 821cc Testastretta 11º engine from the 2014 Hypermotard. But there’s more to it than that. For starters, there’s a more efficient exhaust system that boosts horsepower by 2 to a claimed 112. And the 1200′s sexy single-sided swingarm was replaced by a double-sided setup in the interest of cost. That change entailed a different rear wheel, shod with a Pirelli Diablo Rosso II tire in a new 180/60 size derived from World Supersport racing.
Like the 1200, the 821 boasts three ride modes, each of which tailors settings for the ride-by-wire throttle, traction control, and anti-lock brakes. Living up to their billing, Urban mode (which reduces power to just 75 hp) did in fact work very well in city traffic, while Touring was wonderful on wet mountain roads. And Sport was even better yet when those roads dried out. Those who remember when the Ducati 851 was a fire-breathing Superbike will have a hard time thinking of the 821 as an “entry-level” machine, but between the variable ride modes and the low, adjustable seat, it actually fits the bill.
2015 Ducati Monster 821 studio 3/4 view
Perhaps the most pleasant surprise: The liquid-cooled, four-valve-per-cylinder, dohc engine proved every bit as flexible as the air-cooled, two-valve, sohc lump it replaces. It’s also much smoother, and mechanically quieter, though how the raucous exhaust passes noise standards is anyone’s guess. Its rapid-fire staccato idle is reminiscent of a top-fuel dragster, and it sounds even more glorious under deceleration. Another pleasant surprise is the six-speed gearbox, which in conjunction with the cable-actuated wet slipper clutch shifts better than any Ducati in recent memory.
Handling is no less praiseworthy, as the bike steers perfectly neutral and flicks from edge to edge with little effort. The Brembo Monobloc four-piston radial front brakes are exemplary, with excellent feel and stopping power. The only fly in the ointment is the non-adjustable 43mm fork, which provides excellent feedback from the front tire but deflects over bumps. Chalk that up to cost as well.
We only have three real complaints. First, heat radiating off the right-side exhaust headers bakes your thigh and calf at a standstill. Second, the passenger footpeg brackets force your heels out at an awkward angle if you try to ride on the balls of your feet. And third, the rubber-covered footpegs are slippery when wet.
Those nits aside, the 821 is a winner. The Italian engineers have done a fine job of producing a modern mid-size Monster that possesses all the qualities of its forebears while meeting tough Euro 3 emissions standards.
No baloney.

Ducati Scrambler Resmi Launching, Made in Thailand

Bro sekalian, akhirnya setelah beberapa bulan yang lalu terus intents disuarakan dalam beberapa teaser, Ducati akhirnya merilis secara Resmi Ducati Scrambler . . . Sebuah MotorRetro-Roadster yang dilabeli sebuah Brand yang kuat aroma sportnya. Ducati Scrambler menurut informasi yang tmcblog terima dibekali dengan mesin 803 cc V Twin dengan pendingin udara dengan ukuran Piston 88 x 66 mm. Mesin ini bisa menghasilkan power maksimum 75 hp @7000 rpm debfab torsi maksimum 50 lb ft  . . . lumayan lah buat roadster jalanan , mirip mirip sama output mesin ER6 yah ? . .  pantesan bejaban waktu pembaca sempat kejar kejaran sama test ridernya.
Mesin, power dan torsi bukanlah fokus utama di Scrambler ini, Seluruh Keindahan ala Retro-bike ala Era Vintage lah yang menjadi fokus utama state of the art Ducati terakhir ini. Tangki bbm teardrop shape dengan posisi yang rendah, ditambah finishing alumunium di setiap sisi sampingnya , handlebar tinggi dengan seat height hanya 30,3 inchi . . . sepertinya sangat friendly dengan rider asia yang rata rata nggak setinggi rider eropa nih. namun bobotnya sih lumayan nih 410 pon ( 200-an kg )
walaupun Retrobike, Scrambler juga dibenamkan dengan beberapa detail yang beraura modern yakni hadirnya Lampu LED yang membentuk angle eye di headlamp. Aroma Modern juga diperoleh di panel meter LCD . . . namun agar masih terasa aura retronya walaupun LCD, tapi tidak berwarna alias monochrome
Motor ini tetap menggunakan signatur Ducati yakni Sasis teralis, namun tidak terlalu terekspose dengan vulgar jalinan teralisnya . . . lebih simpel dibanding ducati Monster series. DI sektor belakang swing arm casting alumunium yang hubungkan dengan sasis melalui jalinan suspensi kayaba yang berada di sisi samping kiri, mirip panigale secara posisi
Mengenai Roda, Ducati tetap mengedepankan aura Scrambler dengan pemasangan ban dirt Track dengan ukuran 18 inchi, namun untuk Versi specialnya Urban Enduro (green), Full Throttle (black) and Classic (orange) ban yang digunakan adalah ukuran  120/70/18 di depan dan 180/55/17 di belakang dengan merk Pirelli. Pengereman motor bermesin 800-an cc ini juga diperhatikan  . . . Brembo 4 piston di depan dan satu piston dibelakang plus Standar ABS . . .

Aslinya Motor ini didesain di Pusat RnD Ducati Italy, namun untuk mengurangi biaya produksi, Plant Ducati Di Thailandlah yang ditunjuk untuk memproduksi massal . . . Indonesia kebagian? disinyalir Kuat ya, namun Ducati Indonesia belum memberikankonfirmasi , di eropa sendiri pengiriman baru dilakukan awal tahun 2015 nanti . . . silahkan dikunyah kunyah dan semoga berguna
Taufik of BuitenZorg
Ducati Scrambler ICON
Ducati Scrambler in Detail