News 12 Dec 2015

Review: 2015 Ducati 1299 Panigale S

CycleOnline.com.au tests the 2015 Ducati 1299 Panigale S.

I had a bit of lost time to make up with Ducati’s new 1299 Panigale. A few months back I got to ride the 1299 Panigale. I’ve also been lucky enough to ride every major evolution of Ducati’s eight-valve superbike range since the 1987 model 851 Tricolore. The rain didn’t allow for the most fun time, but at least I could still complete the book-ending to riding the long model line-up.

Twenty-eight years is a long time for a model run to evolve over and the 80s was the decade for sportsbikes to become a machine that most people aspired to ride. The popularity of these machines still hasn’t waned as the bikes are still just as technologically advanced with cutting-edge styling and phenomenal performance as ever. Ducati’s Panigale S is proof of this.

The Panigale S, with a handful of other bikes, set the benchmark for electronics on its release. Integrated with three riding modes, the Panigale S runs the latest Bosch Inertial Measurement Unit (IMU) and with its increased readings allows cornering ABS, wheelie control and adaptive suspension to be controlled.

Image: Alex Gobert (Foremost Media).

Image: Alex Gobert (Foremost Media).

Add to this a quick-shifter, traction control and engine-braking control, this level of electronics is now what every manufacturer is aiming to deliver. The electronic system on the Panigale S is excellent.

It will noticeably deliver different engine and handling characteristics in each of the modes that range from the full-power Race mode, though to the street-riding Sport mode and the self-explanatory Wet mode.

In each of the modes the big 1285cc V-twin has a good dose of torque down low, but really needs the revs piled on to get away in a hurry. By growing from the 1199 Panigale, the benefit of the 1299 is extra torque down low, and as much power as the racy 1299 R. The best place to enjoy this engine’s performance, though, is rolling through the mid-range.

Image: Alex Gobert (Foremost Media).

Image: Alex Gobert (Foremost Media).

Once you’ve gotten rolling there is instantaneous, gut-wrenching performance. It’s an addictively smooth and strong powerband that makes it easy to either roll through a tight and twisty road in a gear or two, or hard and fast through every gear try and loose your licence doing so.

As was the case on my wet ride, there is no need for any more than three gears on the road – there is a huge range of speed available and a healthy dose of torque from low revs. It’s a joy to ride and is simply an incredibly sharp motorcycle.

The Sport mode proved to be best suited to all conditions on the road. The Race mode was too aggressive while the Wet mode dumbed things down too much in the dry. The throttle response is softened in its initial delivery, but you still get all the power to use in Sport mode. You can ride it on the road happily in Race mode, but Sport mode is more enjoyable.

Image: Alex Gobert (Foremost Media).

Image: Alex Gobert (Foremost Media).

Those modes of course change the base setting on the suspension units that are adapting to changing conditions. This aspect of the Ohlins suspension is what makes a huge contribution to the 1299 on the road. You can go from a snotty bumpy back road, to fast open sweepers, and that change from supple to firm suspension control is instantly there.

I couldn’t find a need to change the way the suspension worked in any condition. Track day riders might and the adjustability in the system is there. But most will dial the bike in at the push of a button, as the Race mode is a track setting with ABS only active on the front wheel, and cornering ABS disengaged. It of course changes all the traction, wheelie and engine braking settings and softens none of the engine’s power delivery.

All of this adjustability is done off the dash and the left-hand switchgear. With two toggles and the indicator cancel button, it is a simple system to use. The thin film transistor (TFT) LCD screen is packed with info that makes speed and gear selection the primary focus in Wet and Sport mode, while in Race mode it’s central focus is on the tacho.

Image: Alex Gobert (Foremost Media).

Image: Alex Gobert (Foremost Media).

The brakes can be adjusted through this dash for intervention levels but, like the engine, traction and suspension, it’s another area that is very well tuned. The Sport riding mode makes the most of the powerful Brembo M50 Monoblocs with earlier ABS intervention than in the race mode which allows a little more slip.

I thought the 1299 Panigale was a great machine and questioned whether an S version would be worth the extra money. The adaptive suspension, extra electronics and other nice bits were enticing, and are worth it. You also get the roar of the underslung exhaust that can’t be beaten for the sound a new motorcycle produces. Just how it is legal has got me beat.

The bigger 1285cc engine was a big statement and it delivers. The extra torque and stronger power have made it an undisputedly better machine on the road and better performer on the track. As a superbike for the road and track rider, the S has all the power, function and performance you need to make it the best it can be in both conditions.

Specifications

Engine type: Liquid-cooled, DOHC, four valve per-cylinder V-twin
Capacity: 1285cc
Bore x stroke: 116 x 60.8mm
Compression ratio: 12.6:1
Claimed power: 151kW @ 10,500rpm
Claimed torque: 145Nm @ 8750rpm
Dry weight: 166.5kg (190.5kg ready to ride with 90 percent fuel or more)
Seat height: 830mm
Wheelbase: 1437mm
Fuel tank capacity: 17L
Colours: Ducati Red
Price: $34,990 + ORC
Detailed specs: www.ducati.com.au

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