First ride: Ducati 1299 Panigale S

I've tested some pretty amazing hardware in 2015, especially in the superbike ranks. Yamaha launched its all-new amazing YZF-R1, BMW Motorrad upgraded its S 1000 RR to a new level, and Aprilia has finally unleashed the hidden power of the RSV4 RR. And I even kick-started the year off in style with a test on Jamie Stauffer’s Australian superbike-spec Honda CBR1000RR SP at Phillip Island. The only thing missing from my superbike resume this year is the new Kawasaki ZX-10R, on the way soon, and the Ducati 1299 Panigale S — the focus of this yarn.

I have always had an affection for Ducatis, as I raced them for many years (Ed: he won the 1999 Aussie superbike title on one), and I still have a 999 S in the garage. With the level of the competition rising so much this year, the 1299 has a lot to live up to. Apart from the Panigale R flagship model, the S is the one the Italian motorcycle giant hopes the majority of its superbike customers will buy.

DUCATI 1299 PANIGALE S IN BIKE SHOWROOM

The Panigale S comes with a lot of fruit which makes it a very exciting motorcycle to ride. Its 1285cc engine pumps out 144Nm of torque, with a claimed 205hp emanating from the engine bench in Bologna.  Although the figures may vary from dyno to dyno, there is no denying this bike has some serious mumbo. With all that power though you could be excused for thinking the Ducati might be a beast, but it’s easy to control.

As with all of the top-range bikes now, the Ducati has an amazing electronics package that has four in-built maps adjustable on the left switch block. A wet map is available and, while testing the bike out in Melbourne, I soon got used to it…. The other three maps are street, sport and race, which all come with different power settings and user aids including a quickshifter (upshift and downshift),  wheelie control, traction control, and engine brake control to keep rear wheel slip to a minimum.

Ohlins' smart semi-active suspension, like the system on the top-spec Yamaha R1M, uses lean angle, throttle input and inertia to gauge the damping and rebound requirements required to keep the bike in the 'behavior' setting chosen by the rider. It also permits manual adjustment as well; one to keep the racing set happy.

Basically, the system works like there is an electronic screwdriver continually adjusting the clickers to keep the bike's attitude within the normal range of movement. The steering damper adjusts force to input as well, meaning around town it’s nice and light but when the sensors get the right input it stiffens automatically to keep the bike straight and true.

On top of the above parameters, it's possible to customise maps to add more or less to each mode and make a bike that suits you perfectly — just like Iannone and Dovizioso! All of that adjustment is done easily on the ultra-modern TFT (Thin Film Technology) dash, which displays information in a concise manner.

The key factor in all the electronic wizardry is the Bosch inertia platform, which is in layman’s terms measures the bike's attitude and lean angle. The ECU then decides what figures make sense to keep the bike in a controllable situation.

Power and electronics mean nothing if a bike's handling is off key. Ducati has done thousands of hours testing and racing the Panigale all over the world and has made some pretty significant changes to optimise rear grip and steering capabilities.

The steering rake has been relaxed for a more solid front-end feel, while the pivot point of the swingarm in the frame has been lowered, giving the 1299 a lot more grip and rear-end feel on new and — more importantly — used rubber.

Weight has been a key factor as well, and at 166.5kg this twin certainly feels light and maneuverable and not heavy on the change of direction. It's a big improvement over my old 999 S. The Panigale S is actually lighter than the Panigale 899, which is pretty good going when you consider the extra wiring and componentry needed for the semi-active suspension. The Brembo monobloc calipers work beautifully with a great lever feel and zero fade.

Attached to the brakes of course is the adjustable anti-lock braking, which is close to perfect and feels very similar to the S 1000 RR in its action. Unlike some other bikes it activates when absolutely needed and not away from the limit. You could use this system on the track and it would be an aid rather than a hindrance.

Riding the 1299 for the first time takes a bit of getting used to. When your legs are on the ground you do feel the Ohlins shock on the inside of your left leg at lights, and on a hot day you will feel some heat from the pipes on your right at low speed or in traffic. However, it’s a small price to pay.

The Panigale S is as comfortable as a sports bike can be, but it’s no tourer. It feels a lot like the old 916 in its seating positioning and attitude, which is a good thing. Picking up speed you soon forget the Ohlins shock on the left as you start enjoying the incredible engine. It’s not silky smooth — and nor should it be as that is part of the attraction or the thrill. Although the butterflies are working completely independently of the throttle, there is a really connected feel. That gives you a solid link to the 200-section 17-inch Pirelli Diablo Supercorsa rear tyre, which is specifically designed for the Ducati.

The handling of this Panigale matches the 899 (which I thought was incredible), but of course it’s better because  it's  lighter and it has the class-leading Ohlins suspension absorbing bumps and adjusting to your riding attitude on the fly.

I find the suspension hard to fault and, although we are really only at the start of this new electronic suspension era, it will become the norm one day.  This thing is fast and easy to ride. I especially like the quickshifter, which works every bit as good as the one we had on the factory BMW superbikes — worth zillions. The work Ducati has done shines through to the wheelie control, as it works smoothly and appropriately in a high-quality manner. It feels like a proper superbike rather than a road bike that has had wheelie control added to put it on the specs sheet.

I used the rain map in drizzle early on, and it really helped inspire confidence and let me feel like I was the one in control. Through the twisties in the dry I didn’t even feel I needed to invent my own map as between sport and race I had enough confidence to push as hard as I ever had on the road with safety. It’s good to have the adjustability for the track, but in reality the maps available for the road are more than enough.

Ducati has really upped the ante with the 1299 Panigale S. Recently, I’ve started thinking that big-bore sports bikes are overkill for our roads, and maybe 600cc is the right capacity to have fun. The 1299 has blown that equation out of the window.

PERFORMANCE
Claimed maximum power: (150.8kW) at 10,500rpm
Claimed maximum torque: 144.6Nm at  8750rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet multi plate slipper clutch
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Monocoque aluminium
Front suspension: Ohlins NIX 30 43mm forks with Tin coating
Rear suspension: Ohlins TTX 36 shock
Front brakes: 330mm discs with Brembo four-piston Monobloc M50 radial-mounted calipers, ABS
Rear brake: 245mm disc with twin-piston caliper, ABS
Tyres: 120/70-17 front, 200/55-17 rear  Pirelli Diablo Supercorsa SP

DIMENSIONS AND CAPACITIES
Claimed dry weight: 166.5kg
Seat height: 830mm
Wheelbase: 1437mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $34,990
Colours:  Red
Test bike supplied by Ducati Australia, www.ducati.com.au
Warranty: Two-year unlimited kilometres