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

The “R” version of Ducati’s Superbikes has always been the flagship model, the machine taken by Ducati Corse and enhanced with high performance preparation for homologation into the highly competitive environment of World Superbike.

The 1199 Panigale R model takes everything that the ‘S’ model is equipped with and applies a list of enhancements to the technical specification that enable the model to achieve even greater targets. Titanium con-rods, which save an overall 0.63kg (1.38lb), a 0.7kg (1.54lb) lighter crankshaft flywheel and DLC-coated rocker-arms enhance the Superquadro engine’s crank acceleration and allow it to rev 500rpm higher to a 12,000rpm limit, an incredible engineering achievement for 112mm pistons.

The famous “R” race kit components consist of high-penetration racing screen, fairing mirror caps in machined alloy and a full Termignoni exhaust system with dedicated ECU mapping (for track use only). The system provides an impressive power increase of 3% at the top of the rev-range and 15% in the mid-range, further amplified by the R’s acceleration-enhancing 15-41 final drive ratio.

The race-oriented ‘R’ model also features a 4-point adjustable swingarm pivot, designed to enable riders a personalised and precise set-up of varying levels of pro or anti-squat to optimise traction on corner exit. The settings are dialled-in using two user-friendly eccentric adjusters that offer pivot positions at +2mm higher, -2mm lower and -4mm lower than the standard position, each positively and accurately locked and located. The clearly marked, easy-to-use system provides optimum adjustability for competition use.

Additional enhancements to the machine include lightweight carbon fibre rear hugger, rear suspension guard, heels guards, ignition switch surround and top fairing inner panels and carbon fibre protectors for the single-sided swingarm and clutch cover. These lightweight chassis and engine components enable the ‘R’ version a dry weight of just 165kg (363.7lb), even with an ABS braking system fitted as standard equipment. This top-of-the-range model is also equipped with the GPS-enhanced Ducati Data Acquisition system, for automatic lap times and circuit map-linked data.

The 1199 Panigale R is dressed in Ducati red with defining white race features, sporting a mix of red and brushed aluminium on the fuel tank with lightweight forged wheels by Marchesini in black.

Superbikes, the Ducati way

Always moving the game forward, the Ducati Superbike family combines incomparable engineering, gorgeous style, and stunning performance to create the world’s most desirable sport motorcycles.

The award-winning 1199 Panigale

Underlining Ducati’s commitment to constant improvement through fine detail, all 1199 Panigale Superbikes now inherit the ‘R’ model’s 3-level ABS as standard equipment, race-derived seat material for enhanced rider “feeling” and the 899’s additional hazard light function.

The 1199 Panigale enters 2014, continuing the standard configuration with Marzocchi’s 50mm lightweight aluminium front forks, Sachs rear suspension and steering damper and with ABS, DTC, DQS, EBC and RbW combined into the Ducati Riding Modes.

The 2014 1199 Panigale is available exclusively in Ducati red.

The 1199 Panigale S is also available in Ducati red and raises its colour options with the stunning new Dark Stealth. The ‘S’ comes equipped with Öhlins electronic 43mm front forks with adjustable Öhlins steering damper and an Öhlins electronic TTX suspension unit on the rear. In addition, the ‘S’ model rolls on super lightweight forged and machined Marchesini wheels, has a carbon fibre front mudguard and full LED lighting. The ‘S’ model is supplied with an “Aero kit”, which consists of two lateral attachments for the top section of the fairing, designed to further enhance the machine’s aerodynamic penetration and reduce its drag coefficient. The 1199 Panigale S adds DES to the full electronics fire-power of ABS DTC, DQS, EBC and RbW to provide the Ducati Riding Modes.

The 1199 Panigale R, the full performance version developed for homologation into the World Superbike Championship, is dressed in Ducati red with white racing features. The flagship model carries many enhancements over the ‘S’ model, including titanium con-rods, lightweight flywheel, a higher rev-limit, adjustable swingarm pivot, carbon fibre components and a performance kit consisting of re-shaped screen and fairing mirror-caps and a full Termignoni racing exhaust with dedicated ECU mapping (not for road use).
*Country specific

2014 DUCATI SUPERBIKE

The 2014 Ducati Superbike family introduces the 899 Panigale, a “Supermid” version of the award-winning 1199 Panigale, intended to provide a new way to access the exclusive world of Ducati high performance Superbikes. Designed to combine thrilling performance with the refined character of an everyday streetbike, the brand new 899 model stands proudly alongside the 1199 Panigale, 1199 Panigale S and 1199 Panigale R.

Underlining Ducati’s focus on the innovative Panigale concept and its continuous development, all 2014 Ducati Superbike models feature the exciting combination of Superquadro engines and monocoque chassis construction to achieve outstanding power-to-weight ratios with ride-enhancing agility. Benchmark electronics for enhanced performance safety include the Ducati Quick Shift (DQS) and the fully integrated Riding Mode technologies of Ride-by-Wire, triple stage ABS, Ducati Traction Control (DTC) and Engine Brake Control (EBC) and, on the 1199 Panigale S and R models, Ducati Electronic Suspension (DES).

The brand new 899 Panigale is available in Ducati red with black wheels or a sporty arctic white silk with red wheels. The 1199 Panigale is available exclusively in Ducati red, while the 1199 Panigale S offers the additional stunning option of dark stealth. The 1199 Panigale “R” continues in Ducati red with defining white race features, sporting a mix of red and brushed aluminium on the fuel tank.

Key Features
The Panigale concept

Ducati’s latest generation Superbike goes beyond the barriers of motorcycle design and engineering to set the most extreme benchmark ever and the direction for future sport bikes. Developed and designed to raise the performance bar to its highest, the 899 and 1199 Panigale use innovative Ducati Corse-derived solutions to make World Championship level technology available to everyone.

The most high tech, most powerful twin-cylinder production engines on the planet become an integral part of an innovative monocoque chassis that combine to deliver astonishing power-to-weight and torque-to-weight ratios.

With the click of a button, Ducati’s Riding Mode concept delivers performance with enhanced rider confidence by combining up to seven class-leading technologies. The latest-generation sports ABS system, Ducati Traction Control (DTC), the 1199’s Ducati Electronic Suspension (DES), Ducati Quick-Shift (DQS), Ducati’s race-derived Engine Brake Control (EBC) and Ride-by-Wire (RbW) are now all programmed into seamless, electronic rider assistance. Even the 1199’s full colour Thin Film Transistor (TFT) display changes to suit the rider’s environment.

State-of-the-art from the ground-up and melding latest technologies with the latest family features, the Panigale is totally “Ducati” in every respect. Its no-compromise approach to sport design and stylish attention to incredibly fine detail presents authentic Italian performance at its purest.

Ducati have combined the innovative “monocoque” frame solution with the extraordinary “Superquadro”
L-twin engine design and race-derived electronics to produce the champion of all Superbikes. Bred for the track and trained for the road, the 899 and 1199 Panigale are true revolutions of the species destined to influence the entire sportsbike environment.

Unmistakably Ducati

Every detail of the Panigale pays tribute to the rich heritage of racing on which Ducati is built. Components that are not only functionally efficient, but also minimalist, essential and beautifully engineered into pieces of automotive art.

Climb aboard the Panigale and take hold of the bars and the feeling of pure racing is everywhere. The finely formed top-clamp with weight-saving hollows and recesses immediately communicates Italian engineering at its very best. Radial brake and clutch pumps,

Ducati’s precise switchgear and full Ride-by-Wire twistgrip give a race-driven sense of minimalism further enhanced with the monocoque-integral steering head flowing into the front sub-frame and minimalist instrumentation.

The twin headlamps, with LED positioning lights, are integrated with the frontal intake ducts, while the twin rear lights are moulded perfectly around the recessed seat air ducts and illuminate with an attractive light-guide surround effect, enhanced with LED brake lights. While the 899 and 1199 Panigale illuminate with halogen main lights, the 1199 Panigale S and R introduced motorcycling’s first ever full LED positioning and main light solutions. Front LED indicators are integrated into the mirror bodies and rear indicators, which are also LED*, are styled with clear lenses. All 2014 Superbike models now have an additional hazard light function.

The majority of the frontal air ducts feed the main airbox, while a small splitter diverts air also into the fairing bodywork to ensure efficient cooling for the onboard electronics. The carefully executed shape at the rear of the fairing enables a highly efficient exit from the radiator area, protecting the Superquadro’s power output and further reducing aerodynamic resistance. The sleek shape of the seat and tail-piece is accentuated by the under-engine location of the exhaust system, further enhancing the aggressive stance of a true Ducati Superbike. *Country specific

Features and Benefits

Innovative suspension

The 1199 Panigale uses lightweight, 50mm pressurised Marzocchi usd forks that feature hard-anodised aluminium sliders. Proven by Marzocchi in the most severe off-road environments, the aluminium fork assembly uses a pressurised damping system that also enables a reduction in oil capacity and weight. They represent a cutting-edge solution for the 1199 Panigale, saving a further 1kg (2.2lb) on a project which demanded innovation to achieve the extreme weight-saving targets set by designers.

Fully adjustable in spring pre-load and compression and rebound damping, the matte champagne coloured fork bodies house low-friction, hard-anodised black aluminium sliders and forged aluminium fork bottoms with beautifully formed radial calliper mountings.

A fully adjustable Sachs rear suspension unit completes the package.

Incorporating Ducati’s Riding Mode technology, the 1199 Panigale S is fully equipped with front and rear Ducati Electronic Suspension (DES) system by Öhlins. The 43mm Öhlins NIX30 forks are adjustable electronically in compression and rebound damping, while spring pre-load is manual. An adjustable steering damper completes the full Öhlins package.

The Öhlins TTX36 rear unit features twin tube technology to offer totally separate damping adjustment in compression and rebound to minimise the risk of cavitation under extreme conditions. The unit is fully adjustable electronically in compression and rebound damping, while spring pre-load is manual.

The electronic suspension adjustment can be made either by using the pre-set Riding Modes, which have been developed by Ducati test riders and racers, or in independent mode, which allows riders to use their own personal and saveable settings. Digital damping adjustments send signals that execute the mechanical adjustment via electronic actuators mounted in the suspension units.

The rear suspension of the 1199 Panigale features a stylish and practical side-mounting, enabling increased space for the rear cylinder head, which has been rotated backWards around the new generation engine. The unique positioning renders the unit totally accessible for spring pre-load and rider-height adjustment, and is designed to provide a fast and easy linkage adjustment by simply changing the pushrod fixing-point from “progressive rate” for road use with a passenger to “flat rate” for track use.

The race-oriented “R” model also features a 4-point adjustable swingarm pivot, designed to enable riders a personalised and precise set-up of varying levels of pro or anti-squat to optimise traction on corner exit. The settings are dialled-in using two user-friendly eccentric adjusters that offer pivot positions at +2mm higher, -2mm lower and -4mm lower than the standard position, each positively and accurately locked and located. The clearly marked, easy-to-use system provides optimum adjustability for competition use.

Latest generation brakes

The 1199 Panigale is equipped with the extremely compact and lightweight Brembo Monobloc M50 callipers. Machined from a single piece of alloy, the callipers achieve a higher rigidity and resistance to distortion during extreme braking. The resulting increase in hydraulic efficiency not only delivers incredible braking power, but also provides an enhanced and precise “feel” at the brake lever. The twin Monobloc M50 callipers each have four 30mm pistons that grip 330mm discs to achieve spectacular braking performance.

Sport-oriented ABS

The 1199 Panigale uses the very latest in sport-oriented ABS technology to enable full integration with Ducati’s three pre-programmed Riding Modes. Operating with the latest generation 9ME Bosch processor, the system enables full ABS on the front only, when in Race mode, allowing the rider initial braking drift on the rear during race track corner entry. The system then activates full front and rear ABS, front-to-rear combined braking (CBS) and “rear lift-up” detection when in Sport and Wet Riding Modes.

Remaining almost undetectable at the lever, these advanced features enable shorter braking distances by optimising brake force distribution for superior vehicle stability. The advanced ABS can also be deactivated via the instrumentation control panel.

Panigale wheels and tyres

While the 1199 Panigale rolls on lightweight 10-spoke wheels in 3.5in front rim width and 6.00in rear, enabling a fast change of direction and enhanced acceleration and braking performances, the 1199 Panigale S is equipped with super lightweight, triple 3-spoke, forged and machined wheels by Marchesini, finished in black with signature red pin-striping.

All 1199 Panigale versions roll on Pirelli Diablo Supercorsa SP tyres, road-going race replicas of the official World Superstock 1000 tyres. While the front uses a 120/70 ZR17, the 200/55 x ZR17 represents the widest rear tyre ever fitted to a production Ducati Superbike.

Designed for precise line-holding and corner trajectory, the rear 200/55 x ZR17 effectively increases the contact patch area and speed of lean by combining the 200mm width with a higher profile. Pirelli and Ducati engineers worked together to create this ideal "match" between front and rear profiles and the results generate incredible "feel" and directional agility from the new monocoque chassis technology during corner-entry.

The structures and compounds are derived directly from Pirelli’s experience in World Superbike competition. They present a complex carcass designed for stiffness under heavy braking and shoulder areas that maximise contact patch, further enhanced with a bi-compound tread laced with new polymers to generate rapid warm-up and constant grip.

1199 Panigale Riding Modes

Race Riding Mode
The Race Riding Mode provides the track rider with an unrestricted 195hp with direct RbW throttle response and, on the ‘S’ version, an instant track-oriented suspension set-up. Race mode also reduces the DTC system intervention, provides a race-oriented EBC and front-only ABS with no anti-rear-lift-up and instantly reconfigures the instrumentation layout with a track-oriented display.

Sport Riding Mode
The Sport Riding Mode provides the road or track rider with 195hp, delivered with a “smooth” RbW throttle response and, on the ‘S’ version, a sport-oriented suspension set-up. Sport mode slightly increases the DTC system intervention, provides a sport-oriented both EBC and front and rear ABS with increased anti-rear-lift-up.

Wet Riding Mode
The Wet Riding Mode provides the road or track rider with 120hp, delivered with a “smooth” RbW throttle response, increased DTC system intervention, environment-appropriate EBC and fully enhanced ABS and, on the ‘S’ version, a suspension set-up optimised for low grip conditions.

Thin Film Transistor instrumentation (TFT)

The 1199 Panigale instrumentation takes Ducati’s industry-leading Thin Film Transistor (TFT) screen to the next level with a stunning race-derived unit that embraces the very latest information display technology. The full colour display automatically changes its layout according to the Riding Mode selected in order to provide optimum clarity of information appropriate to the motorcycle’s environment, even reversing its character and background colours in low-light conditions.

The high-definition instrumentation displays RPM from 1000-12,000 in a scale that curves through 90° around the left and upper edge of the main screen, incrementally adding bars of light around the display as the engine speed increases, while enlarging each of the main 1-12 numbers in the scale as each value is reached. During the first 1000km running-in period, the “orange section” of the rev-range automatically moves down from its normal 10,500 lower level to 6,000rpm. When the running-in period is completed, the orange section automatically returns to its 10,500-11,500rpm range, although during each engine warm-up, it is programmed to start from 8,000rpm, increasing to 9,000 and finally to its normal 10,500rpm position when the engine reaches normal working temperature.

Along the bottom of the screen from left to right, is the current status and/or setting of Riding Mode, ABS, DTC, DQS and EBC and on the right of the screen, an easy-to-read gear indicator displaying from N to 6 with the top left corner of the screen displaying the time.

In “Road” and “Wet” Riding Modes the vehicle speed takes precedence in the centre of the display with large numerals, while two framed “additional information” panels, situated below, present total mileage by default on the left and engine coolant temperature on the right. Both left and right readings are scrollable while riding to read trip 1, trip 2 and fuel reserve trip on the left info frame with the scroll-up button on the switchgear. Actual and average fuel consumption, average speed, journey time and air temperature appear on the right info frame with the scroll-down button.

In “Race” Riding Mode, the display automatically reconfigures, moving the lesser important vehicle speed to the lower left info frame and making way for the latest lap time to be displayed large in the centre of the screen. When actuated, the lap time facility is triggered manually by using the flasher button on the switchgear or automatically with the new GPS equipped DDA+.

When the 1199 Panigale is stationary, the instrumentation is also used as a user-friendly control panel to personalise ABS, EBC, DES, DTC, DQS, and RbW settings within each Riding Mode before saving. In addition to listing the last 30 recorded lap times, each time also shows the lap number and the maximum speed and maximum rpm recorded during that lap.

Fixed icons on the left of the main screen from top to bottom show warnings for left turn signal, main beam, ABS-off and neutral, while from top to bottom on the right of the display are turn signal right, oil pressure, fuel reserve and engine electronics. Countdown icons are programmed to appear on the screen to advise of upcoming scheduled maintenance. A strip of red lights rising on the right and left outer edges and across the top of the instrumentation illuminate incrementally upwards to warn of over-rev. The first 25% at 10,500rpm, 50% at 10,700rpm, 75% at 10,900rpm and 100% as both strips meet and the top centre bar starts to flash. Below the top, centre over-rev bar is a second bar that illuminates in orange during DTC interaction.

Monocoque technology

The Panigale’s chassis represents Ducati’s innovative and courageous step forward in motorcycle design, merging multiple parts into one compact and lightweight component, while re-evaluating rider posture with a revised ergonomic triangle. Developed in the super-competitive racing environment, the extremely compact monocoque construction integrates the airbox to become one of the key elements in reducing the 1199’s overall dry weight to a benchmark 165kg* (363.7lb*) and 169kg ( 372.5lb) for the 899.

Using the Superquadro engine as a stressed member of the chassis, the short and strong aluminium monocoque is die-cast in aluminium and attaches to the cylinder heads protruding forward to house the steering head bearings and forming the airbox. Continuing the concept of component minimisation, the airbox is capped-off and sealed by the underside of the 17 litre (4.5 US gallon) fuel tank, which is formed in steel on the 889 and aluminium on the 1199.

While the cylinders remain true to Ducati’s signature 90° L-twin configuration, the Superquadro engine has effectively rotated the top-end backWards around the crankshaft to enable engineers to position the engine perfectly for optimum front/rear weight bias.

With a front-end geometry of 24° of rake and 96mm (3.78in) of trail, the 899 Panigale is designed with a brand new, fully die-cast aluminium, double-sided swingarm, providing a wheelbase of 1,426mm (56.14in) and setting the weight distribution of the new model at 52% front and 48% rear.

The 1199 Panigale uses a front-end geometry of 24.5° of rake and 100mm (3.94in) of trail and the fully die-cast aluminium, single-sided contributes to the wheelbase of 1,437mm (56.6in) and the same 52% front and 48% rear weight distribution.

With the exhaust system located below the engine, the die-cast aluminium rear sub-frame – tubular steel on the 899 - attaches directly to the Superquadro engine, while the super lightweight, magnesium front sub-frame – aluminium on the 899 - attaches directly to the monocoque frame, providing secure support for the headlamp, instrumentation and fairing. This centralisation of mass around these high front and rear sub-frame areas substantially contributes to overall vehicle agility. *1199 Panigale R

The “Superquadro” power house

Ducati’s Superquadro engine went beyond the barriers of engineering to enable the Panigale. Its no-compromise approach to design, combined with Ducati’s Italian innovation has set the most extreme benchmark ever and stands as the latest milestone in Ducati’s long and iconic history of Superbike engines.

Ducati engineers were given a near impossible design brief to create the latest generation Superbike engine for the Panigale. Increase power, torque and user-friendliness and reduce overall vehicle weight and scheduled maintenance costs seemed impossible tasks, but given a “blank canvas” to create the new power-plant and encouraged to think outside-of-the-box to achieve the unachievable, engineers finally ticked all the boxes.

The innovative 1199 Superquadro engine, so called because of its massively over-square bore and stroke ratio, increased power to an absolute production twin-cylinder milestone of 195hp (143kW) and torque to 98.1 lb-ft (13.5kgm) with user-friendly Riding Modes that deliver power appropriate to the rider’s style and environment. Its construction enabled a radical reduction in overall vehicle weight and, further identifying Ducati’s constant pursuit of performance perfection, major services have been extended to 24,000km (15,000 miles).

The brand new 899 Superquadro, represents another major step forward in twin-cylinder design and technology, generating superb Ducati performance with super smooth power delivery. Providing 148hp (109kW) @ 10,750rpm and 73lb-ft (10.1kgm) @ 9,000rpm, the new engine achieves a perfect balance of drive and fluidity using a bore and stroke of 100mm x 57.2mm (3.93in x 2.25in).

Engine architecture

With the Superquadro’s engine designed to be a fully stressed member of the chassis, its architecture has been calculated to provide the best possible vehicle construction for layout, weight distribution and strength. The cylinders, which remain at 90° to each other, are effectively rotated backWards around the crankcases by 6°, until the front cylinder is 21° from horizontal. This has enabled the engine to be positioned 32mm further forwards compared to previous generations, improving front / rear weight distribution in addition to perfectly positioning the cylinder head attachment points for the Panigale’s monocoque frame.

The crankcases, which are vacuum die-cast using Vacural® technology to ensure optimal weight saving, consistent wall thickness and increased strength, also incorporate the outer water-jacket of the “cylinder”, eliminating the jointing face that used to exist at the base of the cylinders. Instead, the Superquadro has separate nikasil-coated “wet-liners” inserted into the tops of the crankcase apertures. This design enables secure fixing of the cylinder head directly to the crankcase, improved sealing and enhanced heat dissipation from the thin cylinder-liners directly into the surrounding coolant.

The primary-drive casing, clutch casing and outer cover, sump and cam covers are all cast in magnesium alloy on the 1199, ensuring a lightweight engine despite its increased strength as an integral part of the chassis.

The crankcases use shell main bearings for the crankshaft, previously only used by Ducati on the Desmosedici RR engine. Removing the roller bearings enabled an increase in the diameter of the crank journals for enhanced rigidity and an increase in the crankcase section around the main bearing area for improved strength in line with the Superquadro’s power output. The 1199 Panigale R goes one step further with titanium con-rods, which save 0.63kg (1.38lb) and a, lightweight crankshaft flywheel, which saves a further 0.7kg (1.54lb). The shell bearings are force-fed oil from internal drillings within the main bearing pillars, which keeps the new crankshaft well lubricated and is quickly scavenged back into the sump with the introduction of a new Ducati feature, a highly efficient GP-style vacuum pump.

The pump is driven by the main oil pump shaft and effectively maintains constant vacuum in the crankcase area below the pistons, reducing atmospheric resistance during the down-stroke of the piston and controlling the internal “breathing” of the engine.

Extreme dimensions

For the 1199 Superquadro, Ducati and Ducati Corse engineers increased engine speed and enhanced breathability with the incredible bore and stroke of 112mm x 60.8mm (4.40x2.39in) resulting in an output of 195hp @ 10,750rpm and 98.1 lb-ft (13.5kgm) @ 9,000rpm. The 1199 bore and stroke ratio of 1.84:1 effectively increased rpm with the ultra-short stroke of the crankshaft and increased the cylinder area, enabling the larger valve diameters of 46.8mm (1.71-1.84in) inlet and 38.2mm (1.35-1.5in) exhaust. The 889’s proportionally smaller bore and stroke of 100mm x 57.2mm (3.93in x 2.25in) uses the highly efficient steel valve diameters of 41.8mm (1.64in) inlet and 34mm (1.33in) exhaust.

With such large inlet valves operating at higher rpm on the 1199, the intense inertial forces have been controlled by using titanium instead of steel, a solution only previously used on full “R” models. The valves are actuated by, 'super-finished' rocker arms for reduced friction and fatigue and then coated in polymeric-like carbon (PLC) - a process originally developed for the aerospace industry - and diamond-like carbon (DLC) on the new 889 and 1199 Panigale R.

The race-derived 1199 Superquadro pistons have a distinctive double-ribbed undercrown to achieve high strength and reduced friction by using minimal piston wall surface area. Using technology developed by Ducati Corse, the design enables reliable operation of the 112mm diameter pistons when performing at high rpm.

The 1199’s volumetric efficient inlet valve diameters are further capitalised on with massive oval throttle body dimensions of 67.5mm (2.66in). The Ride-by-Wire throttle bodies feed air across twin injectors per cylinder, one positioned below the butterfly for enhanced flexibility and one above for outright power, whereas the 899’s oval throttle bodies, which measure an equivalent diameter of 62mm (2.44in), feed air across a single injector per cylinder positioned below the Ride-by-Wire controlled butterfly.

Clean power

Both the 899 and 1199 engines use Ducati’s secondary air system, maintaining performance-optimised fuel mapping for smoother cycle-to-cycle engine operation, without compromising emissions.

Desmodromic valve control

Ducati’s Desmo system actuates valve closure mechanically with the same method and accuracy as it opens, enabling steep cam profiles, radical cam timings, large valves and high operating speeds. This system is used in every Ducati engine and constantly proven on Ducati Corse’s World Superbike and Desmosedici GP motorcycles.

The Desmodromic assembly is driven by a combined chain and gear-drive arrangement with a conventional bush-type chain running from the crankshaft to the cylinder head, where a single sprocket positioned between inlet and exhaust camshafts is attached back-to-back to a gear wheel mounted on its own short, dedicated shaft. The attached gear meshes directly with gears on the ends of both the inlet and exhaust camshafts, which are also designed with +/- position adjustment for ultra-precise cam-calibration. The cam chain provides a highly efficient point-to-point drive route and, tensioned automatically, provides continuous reliability, further reducing the cost of routine maintenance.

On the end of each exhaust cam drive gear is a centrifugal flyweight which retracts at speeds below tick-over to rotate a “protrusion” from the concentric section of the cam, thus creating sufficient valve lift to act as a de-compressor. This ingenious device enables the Superquadro engine to be started easily without using a larger battery and starter motor, which has further helped the reduction of overall vehicle weight. When the engine starts and the camshafts begin to rotate at tick-over speed, the centrifugal flyweight flicks out, retracting the “protrusion” back into the cam and allowing complete valve closure for full compression. This innovative feature further underlines the lengths to which designers and engineers have worked together in the single-minded pursuit of weight-saving.

 Transmission

With the Superquadro engine, Ducati’s engineers capitalised on original “blank canvas” project to increase dimension between the centres of the six-speed gearbox shafts, enabling larger diameter, stronger gears to transmit the enhanced power output. The 1199 Superquadro uses a “wet”, oil-bath clutch featuring a “slipper” function and progressive self-servo mechanism that compresses the friction plates when under drive from the engine. While enhancing frictional efficiency, this also results in a rider-friendly light clutch lever “feel” at the handlebar. Conversely, when the drive force is reversed (over-run), the mechanism reduces pressure on the friction plates, enabling a true racing “slipper” action, reducing the destabilizing effect of the rear-end under aggressive down-shifting.

Panigale electronics

Both the 899 and 1199 Panigale are equipped with many of the latest innovative electronics developed by Ducati on the race track, and they are combined, managed and displayed on each model’s instrumentation.

The state-of-the-art electronics package features Ducati’s Riding Mode technology with fully integrated ABS, Ducati Traction Control (DTC), Ducati Quick Shift (DQS), Engine Brake Control (EBC) and full Ride-by-Wire (RbW). The 1199 goes one step further with a stunning Thin Film Transistor instrumentation (TFT) and, on all S and R models, Ducati Electronic Suspension (DES).
The Ducati Data Analyser + (DDA+) with track-derived GPS functionality is fitted as standard equipment on 1199 R and is available for all other models as a plug-and-play accessory from Ducati Performance.

Ducati Riding Modes

Ducati’s industry-changing Riding Modes effectively offer the perfect set-up appropriate to rider and environment by selecting from a choice of three pre-set modes. Each of the “Race”, “Sport” and “Wet” Riding Modes are pre-programmed to instantly change engine character and suspension set-up (on the 1199 S and R models) in addition to ABS, DTC and EBC levels - even while riding.

The modes are made possible by combining a number of class-leading technologies.

An electronic Ride-by-Wire (RbW) system administers different mappings to regulate power delivery, while on the 1199 S and R versions, Ducati Electronic Suspension (DES), by Öhlins, instantly configures the suspension set-up with electronic adjustment. The Ducati Traction Control system (DTC) uses eight levels of system interaction to enhance control by reducing wheel-spin and the latest generation of ABS processor provides three environment-appropriate anti-lock levels. The three level EBC monitors crankshaft de-acceleration under heavy braking and administers RbW throttle opening to maintain optimum grip.

Ducati Traction Control (DTC)

Ducati’s highly successful DTC system has been refined for the 899 and 1199 Panigale and fully integrated into the electronics package of all versions. It uses the same software logic developed and used by Ducati Corse for their MotoGP and World Superbike motorcycles and offers a choice of eight settings developed by a team of professional test riders and racers.

Accessible from the left-hand switchgear and displayed on the instrumentation, the system offers a choice of eight profiles, each one programmed with a wheel-spin tolerance graded from one to eight. While level eight administers a confidence-building, high level of interaction from the system by activating upon the slightest detection of wheel-spin, level one offers a much higher tolerance and so reduced intervention for highly competent riders. The DTC system status and level is constantly displayed on the instrumentation, reminding the rider of the current interaction level if the Riding Modes is changed.

When the level that best suits the combination of road or track conditions and riding style has been selected and the DTC system activated, front and rear wheel sensors compare speed differential to sense when rear traction is being broken (wheel-spin). DTC then decides the best combination of two different types of instant electronic adjustment, calculated with data supplied from multiple sources.

The first 'soft' stage of system interaction is executed by high speed software that makes instant electronic adjustment to the ignition timing, administering varying amounts of ignition retardation to reduce the engine's torque. If the DTC software detects that the first 'soft' stage of system interaction is inadequate to control the wheel-spin, it continues to administer ignition retardation and, in addition, instructs the engine ECU to initiate a pattern of constantly increasing injection cuts until, if necessary, full injection cut.

During both stages of system interaction, an orange warning light, which is visible in the rider’s peripheral vision and situated across the top of the instrumentation, illuminates to signify that DTC has is being used. As soon as the system recognises the gradual return of equal wheel speeds, it incrementally re-establishes normal power delivery. This seamless interaction is key to the super-smooth operation of the system.

Ducati Quick Shift (DQS)

Normally used specifically for racing, the Ducati Quick Shift (DQS) system allows the rider to keep the throttle open when changing-up through the gearbox, helping to save vital fractions of a second in the pursuit of faster lap-times. The system not only saves time when changing gear, but also enables the possibility of uninterrupted air flow through the throttle bodies throughout the upward gear-changing process.

The system consists of a micro-switch built into the linkage of the gear change lever, which when actuated in the direction of selecting a higher gear, sends a signal to the main ECU. The ECU instantly understands which gear the motorcycle is in by calculating the rpm and vehicle speed and then reads the amount of throttle opening before applying a pre-programmed cut in fuel injection and ignition measured in milliseconds. This spilt-second electronic interruption in drive is programmed precisely to allow the next gear to be selected without having to actuate the clutch or close the throttle. As the system only functions for a matter of milliseconds, the Panigale can still be ridden using a normal gear-changing style.

Engine Brake Control (EBC)

The “Engine Brake Control” (EBC) system was developed by Ducati Corse to help riders optimise vehicle stability under extreme corner-entry racing conditions by equalising the positive and negative forces of torque subjected to the rear tyre under severe engine-braking conditions. EBC monitors throttle position, gear selected and crankshaft de-acceleration rate under heavy braking and administers precise RbW throttle openings to balance the torque forces acting on the tyre. EBC has a three level operating system accessible from the Panigale’s instrumentation and is integrated automatically into its three Riding Modes to provide an additional and highly effective rider aid.

Ducati Electronic Suspension (DES)

The ‘S’ and ‘R’ versions of the 1199 Panigale are equipped with Öhlins suspension and feature the innovative Ducati Electronic Suspension (DES). The technology enables front and rear rebound and compression damping adjustments to be controlled automatically by using the pre-set Riding Modes, which have been developed by Ducati test riders and racers, or in independent mode, allowing riders to use their own personal and saveable settings. Digital damping adjustments made via the instrumentation send signals that execute the mechanical adjustment via electronic actuators mounted inside the suspension units.

Ducati Data Analyser+ (DDA+)

The Ducati Data Analyser (DDA) consists of a software download and a USB-ready data retrieval card and evaluates the performances of the bike and its rider by graphically presenting specific channels of information.

DDA+ is the latest generation of the system and introduces a GPS function that automatically records lap-times every time the 1199 Panigale crosses a circuit start/finish line. As the rider crosses start and finish line and presses the main-lights flasher button, the innovative system logs the coordinates of that position and then automatically logs each lap time as the motorcycle completes subsequent laps.

DDA+ is fitted as standard equipment on the 1199 R and available for all other Panigale models as a plug-and-play accessory by Ducati Performance.

An essential piece of equipment for the circuit, DDA records numerous channels of data including throttle opening, vehicle speed, engine rpm, gear selected, engine temperature, distance travelled, laps and lap times. An additional channel of information is also dedicated to recording the DTC index which can then be viewed as a graphic trace indicating the amount of DTC interaction during wheel-spin. At the end of a ride or track session, data can be downloaded ready to compare, analyse and get an inside view of the performance of the rider and motorcycle.

BMW HP4 vs. Ducati 1199 Panigale R

Oh, the lifestyle of the financially affluent motorhead, the one-percenter with a passion for the finest in all things performance-related. While it’s a trend to demonize the wealthy, I say smoke ’em if you’ve got ’em, especially if that involves, say, dusting off the Bugatti with some fliers around the new Circuit of The Americas.

While most of us will never have an experience even remotely approaching that, we motorcyclists are a lucky bunch because bike manufacturers deliver amazing performance to the people. The BMW HP4 and Ducati 1199 Panigale R, the two hottest production sportbikes, are prime examples of this, so off we went to Mazda Raceway Laguna Seca for a midweek day of testing.

I felt like a lotto winner unloading the exclusive yet relatively reasonably priced HP4 out of CW’s high-mileage Chevy van. Then the scene ramped up an entire tax bracket when the guys from Ducati North America dropped off the much pricier and more exclusive Panigale R. With this wealth of exotic hardware at my disposal, the charitable thing to do was share this ultimate track-day experience with another in need of speed.

Who better than Eric Bostrom? Not only does the retired professional Superbike racer and former AMA Supersport champ have an extensive racing resume, he also possesses riding gear with CW logos! EBoz, as fans know him, is a Northern California native who intimately knows the 11-turn, 2.23-mile circuit nestled in the hills east of Monterey Bay. Although he’s had multiple great performances at the track, he considers his win aboard a factory Ducati 999 in the 2005 AMA Superbike National the most memorable.

Both bikes wore their stock-fitment Pirelli Diablo Supercorsa SP tires, although the Duc’s are Type 2s, the newest version of this superb, track-day-focused radial. The morning began with a crash course in electronics 101 as a Ducati representative explained how to navigate the setup menus displayed on the TFT dash display. With the Beemer, I was on my own. Only after messing up the clock setting did I figure out how to access the important stuff. Although frustrating at first, I quickly gained command of toggling through each bike’s myriad setup options. This allowed EBoz to wholly focus on knocking out comparative lap times.

Laguna operates under stringent noise regulations to appease its neighbors in the surrounding hills. Even stock bikes, such as the Yamaha Champions Riding School’s muffled YZF-R6s, are too loud for the sound monitor located between Turns 5 and 6, so a chicane is created at that point with cones to slow and quiet the bikes there.

For the record, the HP4 has an Akrapovic titanium exhaust with a large-diameter, straight-through muffler core! Perhaps its saving grace would be the catalyst in the tailpipe keeping decibels in check? While the purchase of a Panigale R includes a Termignoni race exhaust as part of the spares package, we ran the relatively “quieter” stock system at Laguna, before changing to the race exhaust and mapping for dyno and dragstrip testing. With risk of a black flag and banishment from further riding in mind, we were relegated to pulling in the clutch and coasting past the sound shack before resuming the charge under the bridge leading to Turn 6. Eric did his best to be consistent with this during timed hot laps and knocked out a best lap of 1:33.07 on the Panigale and was only .02 seconds off that pace on the BMW!

Arriving at those lap times was good fun, as we spent the morning comparing impressions and tweaking the setup of each bike to Bostrom’s liking. It’s amazing that this was all accomplished without a single tool; altering the suspension damping on either bike is accomplished electronically, and spring preload for both shocks is changed via conventional twist knob. While damping changes made to the Ducati’s shock and fork are static in nature (that is, not actively changing in response to how you ride), our HP4 featured fully active Dynamic Damping Control front and rear. Compression- and rebound-damping settings can be adjusted independently at the rear, but an accessory travel sensor for the fork must be added to unlock discreet compression and rebound damping adjustment at the front. Stock, DDC only alters the fork’s overall damping rate.

While the Panigale R exudes a hard-edged, race-focused demeanor from the moment you pull onto pit lane, the HP4 proved quite the opposite. Its comparatively relaxed riding position, softer seat pad, initially plush rear damping (thanks to DDC) and “heated grips” lull you in, right up until you unleash its 186 rear-wheel horsepower! Bostrom handed the BMW off to me following our first session, with a warning to be on the lookout for some front shimmy cresting Turn 1, a left bend on the front straight that’s taken flat-out. I added a couple clicks of steering-damper adjustment and held my breath. The climb up the steep hill to the Corkscrew saw the front tire skimming the road surface with a hint of wiggle much of the way, as well. Bostrom suggested firming the rear to deliver a more planted front-end feel. We ultimately settled on adding two full turns of shock preload along with +3 increments of compression and +2 rebound damping, which resulted in better feedback and weight-transfer control.

Although the Ducati’s setup was closer as delivered, Bostrom needed more time aboard the demanding Duc. His primary concern was a tail-wagging tendency under hard braking, which resulted in a top-heaviness at turn-in and an unsettled feeling that lasted down to the apex of the corner. We programmed the Race and Sport ride modes with slightly different suspension damping parameters, allowing on-the-fly comparison of setups. While a modest improvement in overall handling and stability was achieved, the loose, tail-happy feeling persisted. The cure turned out to be right under our left thumb. Simply toggling the Engine Braking Control to its most free-wheeling setting netted nearly a full second off Bostrom’s previous best lap.

Putting this into perspective, Bostrom felt both bikes were capable of breaking into the 1:29s on an unadulterated lap. He further speculated that swapping the stock tires for full race-spec rubber would enable him to match the times that carried him to victory aboard the Parts Unlimited Ducati 999 back in 2005. How’s that for progress?!

For me, this was an ultimate track-day experience with a racer I’ve long admired. Talking in the pit garage as Mr. Kuhn shot static and detail photos in the late-day light, Bostrom and I marveled over the amazing performance of these two bikes. What amazed us most is just how accessible high performance has become through the advancement of electronics.

While both bikes feature anti-lock brakes, Bostrom prefers toggling the BMW’s ABS off for track use, citing a spongy lever when the system cycles. Neither of us were able to detect any hint of intervention when the Ducati’s ABS was on and set for circuit use. And the traction control on both bikes had these two old-school racers shaking our heads in disbelief at how quickly such electronics have changed the riding landscape. Bostrom even asserted that anybody with a hint of ability can ride either of these bikes at a surprisingly quick pace. And yes, he was looking right at me when he said that!

For a working-class stiff such as myself, a day spent living large at Laguna was the stuff of dreams as I chased a roadracing hero and painted darkies off any corner I wanted, thanks to total digital control. EBoz is right: Not so long ago, no amount of money could buy the experience these bikes deliver.

Which is just one reason arguing for a winner here is so difficult. These are both such satisfying yet different motorcycles, but the Panigale R has an explosive edge to it that almost makes it feel like a twin-cylinder MotoGP bike.

Source Cycle World