Motorcycle specifications Ducati1299 Panigale 2017 Excess testosterone

2017 sees the 1299 Panigale take on improvements to DTC and DWC, Ducati's traction control and wheeling control. Dubbed EVO, these updates first appeared on the 1299 Panigale S Anniversario.
- DTC Evo is optimized by new algorithms, with the electronics acting more precisely. It allows the rider to push the limits a little further, acts on the intake butterflies in addition to ignition timing and fuel injection, and allows the rear wheel more freedom to glide at Level 1 than ever before.
- The DWC Evo uses the IMU inertial unit to control wheeling and optimize acceleration. With its new software, it detects front-wheel frequency and intensity more precisely and intervenes appropriately and precisely.

With the first Panigale and its Superquadro engine, Ducati took its sportbikes to a new level of excess, with a spectacular generation break. Gone was the trellis frame, gone were the fighter-plane electronics, gone was the colossal power and gone was the head-turning style. By evolving into the 1299, the Panigale does more than just move forward; it also overturns a long-established convention. Competition-driven displacement is a thing of the past!

that's a fact. This 1299 Panigale is all about big horsepower, big torque and big thrills. And it couldn't care less that it can no longer compete in the various Superbike championships. As these limit twin-cylinder displacement to 1200 cm3, its 1285 cm3 re-bored block closes the doors to the competition, but opens up the 200 hp frontier. What about chequered flags? The naughty girl has it all planned and shamelessly proclaims:"Let me send out my watts and pump up my muscles! For SBK, my sister Panigale R retains an 1198 cm3 twin. It's up to her to face up to the rules and world titles; I'm going to smoke the clock with my 205 drums". And here's the trick: a special version(R) for championship homologation and a production Panigale that breaks free of certain limits to become an even more tactical missile.
(editor's note: this is not a first. Kawasaki had already done it with its ZX-6R 636, and Ducati no longer wanted Supersport, so the 848 began the first break with a championship. But a top Bologna sportsbike daring to break with the foundations of SBK marks a turning point).

let's return to the Panigale. Its displacement is the focus of all curiosity. To distinguish it from the 1199, only Ducati enthusiasts will notice the notable styling differences. The front end is barely modified, with stylus-engineered gills, double-spoke mirrors and a fork head that's claimed to be more protective. And that's all there is to it! Praised for its styling, the Panigale had no reason to change its appearance. At Ducat, we're careful with design, especially when it stirs the emotions. Many still remember the audacity of the 999 / 749...

We remain attentive and admiring when it comes to the technical aspects of the chassis, with its shell combining the functions of airbox and load-bearing structure. and load-bearing structure, the absence of a truss, the large-section swingarm, the exceptional kinematics of the rear shock absorber, and the front axle that opens up corners. The only change to the 1299 Panigale's name is that the steering column angle has been reduced by half a degree (24.5° -> 24°). This gives it even greater liveliness for cornering. And the swingarm pivot is lowered by 4 mm to optimize traction.

and we're going to get there fast. Because let's stop whirling around and see what this big 1285 cm twin has up its sleeve. The Superquadro had a lot going for it on the 1199, but its character was a little hollow. A true racing engine, unleashed at high revs. The extra cubic capacity will make it more available. With the bore increased by 4 mm, the already full bowl overflows: 116 mm pistons! The stroke remains unchanged at 60.8 mm. A slight increase in the compression ratio to really get things going. The result: 205 hp at 10,500 rpm, and 14.7 mkg at 8,750 rpm. Scary! The 1299 spits out 10 hp and 1.2 mkg more than the 1199 at revs 250 rpm lower. Curves fill up, straights narrow and the bike atomizes your arms and your brain. Ducati goes further and further to the extreme. You don't have to wait until the 3rd part of the rev counter for twin to spit; here, the pot starts boiling at mid-rpm. The 1299 sends out around ten more horsepower than the 1199 throughout the rev range, with a difference of around 1.5 mkg. At 6250 rpm, the rider already has 100 horsepower under his elbow. 2000 rpm later, it's almost 170... For a quick comparison (disregarding engine behavior and architecture), the S 1000 RR's block delivers this level of power at around 10,000 rpm. Is the Italian twin pumped up? More than it can handle!

In Italy, we've known how to make a great chassis for a long time. Ducati has fine-tuned the Superquadro's chassis. We mentioned earlier the narrower column angle, the lower monobracket and the increase in headroom from 96 to 100 mm... These are small numbers, to be sure, but they can make a big difference on the track, when it's time to throw yourself from one angle to the other.
When the 50 mm Marzocchi inverted fork takes on heavy braking, tortured by Brembo M50 monobloc calipers. The 330 mm discs relieve speed, resist martyrdom and long for the next bend... They don't even think about their safety companion, the Bosch 9MP ABS.

and yet, it's even more effective than before. It benefits from an additional electronic system, the IMU. What is IMU? What does it do? Behind this new acronym lies an Inertial Measurement Unit. Basically, it determines the motorcycle's position in a 3-dimensional space and analyzes its reactions within that space. By measuring acceleration on 3 axes and calculating the bike's roll and pitch, the IMU enhances the capabilities of the ABS, enabling it to modulate its action in corners, and fine-tunes the intervention of wheeling control.
The 1299 also introduces an improved shifter, allowing both upshifting and downshifting without the clutch. These elements complete the rich silicon equipment taken from the 1199, of which we'll briefly list: ABS 9.1 MP, DTC traction control, EBC engine brake adjustment, DWC anti-wheeling, riding modes (Race, Sport or Wet), and a TFT digital display that changes according to the mode selected. On the 1299, it now displays the angle taken by the bike in real time.
In the options stand, you can purchase a DDA+GPS, the in-house telemetry system. After your session, it's up to you to debrief your trajectories and the data collected by the on-board electronics. In that bend, were you toc? The 1299 won't lie!

Pure sport? Pure racing? Full circuit above all. The automatic calibration of the assistants when changing tires or the final gear ratio are just some of the subtleties and assets of this machine. Or the little triggers that have appeared between the throttle and the commodo, allowing you to control the DTC Evo, EBC and DWC Evo with a flick of the thumb or index finger.
Monstrous in power, packed with sensors and riding aids to make a factory machine grunt, singular in innovation and envy with its 100% muscle chassis, the 1299 has no equal when it comes to unleashing a storm of mechanical fury. And it pays dearly, perpetuating Ducati's typically demanding spirit of excellence. Its arguments strike or frighten, its temptation bewitches and envies, its technology oscillates between the track and science fiction. More than ever, a tool for enthusiasts, where performance writes the rules.

M.B - Manufacturer Media