The Panigale has a much shorter...
The Panigale has a much shorter reach to the bars, putting the rider’s torso in a much less aggressive position than before. Your wrists will thank Ducati.
Suggested Suspension Settings
|2012 DUCATI 1199 PANIGALE S|
|+ Groundbreaking electronics|
|+ Beefy V-twin engine|
|+ Best brakes in the business|
|- Lost its midrange hit|
|- Rear exhaust heat in traffic|
|- Slippery footpegs|
|x This is like no V-twin you’ve ever ridden…|
Front: Spring preload — 12 turns out from full stiff; rebound damping — (Sport) 21/(Race) 12; compression damping — (Sport) 20/(Race) 14
Rear: Spring preload — 6mm thread showing on shock body; rebound damping — (Sport) 20/(Race) 8; compression damping — (Sport) 22/(Race) 6
2012 Ducati 1199 Panigale S
The Panigale has obviously...
The Panigale has obviously traded Ducati’s trademark midrange punch for superior top end. Although the torque curve is still pretty flat, there’s a wide valley between 4500 – 7500 rpm before the very oversquare superquadro engine comes alive.
Type: Liquid-cooled, 90-degree DOHC V-twin
Valve arrangement: four valves/cyl., desmodromic actuation
Bore x stroke: 112 x 60.8mm
Compression ratio: 12.5:1
Induction: Mitsubishi EFI, elliptical throttle bodies equivalent to 67.5mm diameter, dual injectors/cyl.
Front suspension: Öhlins NIX30 43mm inverted fork, electronically adjustable for rebound and compression damping, manual spring preload
Rear suspension: Öhlins TTX36 rear shock, electronically adjustable for rebound and compression damping, manual spring preload
Front brake: Dual 330mm discs with Brembo M50 monobloc radial-mount four-piston calipers
Rear brake: Single 245mm disc with two-piston caliper
Front wheel: Forged aluminum alloy, 3.50 x 17 in.
Rear wheel: Forged aluminum alloy, 6.00 x 17 in.
Front tire: 120/70ZR-17 Pirelli Diablo Supercorsa SP
Rear tire: 200/55ZR-17 Pirelli Diablo Supercorsa SP
Rake/trail: 24.5 deg./3.9 in. (100mm)
Wheelbase: 56.6 in. (1437mm)
Seat height: 32.5 in. (825mm)
Fuel capacity: 4.5 gal. (17L)
Weight: 426 pounds (193kg) wet (full fuel tank, all fluids); 399 pounds (181kg) dry (no fuel, all fluids)
Instruments: Multi-function TFT display with digital speedometer, tachometer, gear position, clock, odometer, dual tripmeter, fuel tripmeter, engine coolant temperature, current/average fuel consumption, average speed, trip time, ambient air temperature, riding mode, DTC level, EBC level, DQS on/off, ABS level, lap time, DES adjustment; warning lights for neutral, ABS, high beam, turn signals, oil pressure, low fuel, engine warning, shift indicator, DTC indicator
Quarter-mile: 10.03 sec. @ 144.55 mph
Top speed: NA
Roll-ons: 60-80 mph/2.60 sec.; 80-100 mph/3.30 sec.
Fuel consumption: 30 – 36 mpg, 34 mpg average
The Ducati 1199 Panigale S impressed just about everyone who rode it during the bike’s official launch a few months back. First impressions aren’t everything though, and a few minutes spent roasting in LA traffic illustrated what we’d missed while running laps around the putting-green-smooth Yas Marina circuit, ear-to-ear grin and all. The bike’s Achilles’ heel is the exhaust heat near the seat that threatens your to-come kin. If you can bear the boil and the better — but still not perfect — ergonomics, then the Ducati will slowly begin to win you over.
The Panigale never did fully win me over on the street however, and it wasn’t until we got it back out on the racetrack that I remembered how impressive the bike is; it’s 600cc-light in transitions, a menace off the corners (keep that tach needle over 7500 rpm!), unbelievable on the brakes and comes equipped with an electronics suite that’s faultless in terms of its ability to fit the bike to your preferences. In the end, we definitely found some flaws in the Panigale’s otherwise flawless armor. But what’s a supermodel with a few blemishes? Still a supermodel.
After hearing Bradley gushing about the Ducati 1199 Panigale S, I couldn’t wait to get my hands on our first test bike. I took off for home after wiping off all the drool at the Sport Rider shop…and promptly toasted my butt and thighs medium well once I hit rush hour traffic. My teeth fillings and internal organs got a bit of a workout from the pounding they endured from the stiff suspension over the less-than-perfect pavement on the way to the canyons.
But once we hit the canyons — and especially the racetrack — all was forgotten. While I kind of miss the midrange hit of the old engine, the quick-revving top-end surge of the superquadro makes up for that loss. The chassis and suspension work better the harder you ride it, and it’s so adjustable that you can custom-tailor everything to your tastes. The Panigale will run rings around the old generation bikes, but like always, it requires full commitment. So what else is new?